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Modern-Day SVO EcoBoost Transplant

Get ShiftingTremec 101

PLUS!

BUILT FOR

SPEED 1,416 HP & 1,201 LB-FT TO THE TIRES!

FIRST LOOK! FORD RACING’S S550 TEST CARS

NMRAWorld FinalsBowling Green

BOOSTED FOR THE STREET: 593 HP THE EASY WAY

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MARCH 2015

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WWW.NATIONALPARTSDEPOT.COM

FAST & FREE DELIVERY1 to 3 day delivery to most of the U.S., Free UPS ground shipping on orders over $300.

EXPERIENCESince 1976 exceeding customer expectations!

EVERY-DAY PRICINGWhy wait for sales or points programs? NPD’s every-day prices are competitive.

LARGEST INVENTORYOver 570,000 square feet of fully-stocked warehouses / stores, Over 98% instant fill-rate!

National Parts Depot is proud to be a major sponsor of The Iacocca Foundation and The Lee Iacocca Award, “Given for Dedication to excellence in perpetuating an American Automotive Tradition.”

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COURTEOUS SERVICE

Sales staff available 24/7 or walk-in

Mon. - Fri. 8am - 9pm Sat. - Sun. 8am - 5pm

N CAROLINA - Charlotte,Local 704-331-0900

800-368-6451

MICHIGAN - Canton,Local - 734-397-4569

800-521-6104FLORIDA - Ocala,

Local - 352-861-8700

800-874-7595

For fastest delivery & service call the NPD store closest to you

79-93 Complete Floor Pan $399.95

79-93 Deck Lid $174.95

Handle & Housing $189.95

Camber Plates $230.95

Looking for a complete kit with the option of either 28 or 31 spline axles. NPD is proud to offer both for 7.5 or 8.8 rear axle with drum brakes. 87-93 5 lug 28 spline M-2000-7AK 87-93 5 lug 31 spline M-2000-7BK

CONVERSION KITS $439.95

Steeda Autosports is the #1 aftermarket company in Ford performance parts for your 1979-93 Fox Mustang. They have been building high performance parts and accessories for over 20 years. With the design, engineering and manufacturing Steeda utilizes, you can be assured every part will get you the looks, handling and performance you are looking for.

ALL INTERIOR ITEMS IN STOCK!

LOGO DOOR SCUFF PLATES WITH EMBLEM

Looking for a quality interior or have your door panels seen better days or what about that factory seat foam? Well NPD and TMI have teamed up to give you what you need! NPD is proud to offer TMI’s popular Fox body Mustang items and they are in stock, NOT Drop Shipped like so many other suppliers do. So weather your calling in a order, going online or walking up to the counter you can rest assured that NPD has you covered.

These scuff plates are made using the Original Ford Tooling to ensure proper fit, then are CNC machine to cut out a recessed pocket for an actual “5.0” fender emblem or “Mustang” trunk emblem. They are available in black only, but can be painted to match your color interior.79-93 Black, w/ 5.0 emblem, pair.................................M-013208-14AAE $53.9579-93 Black, w/ Mustang emblem, pair ........................M-013208-14AME $53.95

Wanting to add a cowl induction hood to your ride with the weight savings of fiberglass but the bracing of factory hoods? NPD has the answer with a 2 inch aluminum hood for 1987-93 models. Cowl induction steel hoods weighs 42lbs, this aluminum hood checks

2” ALUMINUM COWL HOOD

We are proud to offer a full line of BBK performance products for your Fox Mustang. Everything from X-pipes to Cold Air Kits, we have you covered. With the largest in-stock inventory, we will have you making more power in no time.

IN STOCK AT FL, MI, NC PICK UP & SAVE!

79-93 FOX MUSTANG SHEET METAL

79-90, 91-93 Fenders $59.95

70

in at only 17-1/2lbs. Use your factory hinges and hardware; no front pins or other hold downs required! $499.95

X-PIPES COLD AIR KITS

Bumpsteer Kit $167.95

Looking for top quality High Performance ignition parts. Well NPD offers a complete line of Coils, Wires and Distributors to fit your performance needs.Screamin Demon Coil ...............................M-12029-3D $69.95Ignition Control Module ............................M-12A297-1D $69.95Live Wires Blue(B), Red(R), Black(K) ........M-12259-8AD_ $105.95Hot Forged Distributors Red(R), Blue(B) ..M-12127-57P_ $269.95

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These quality reproduction head light kits are designed to replace your worn out yellowed factory head lights. They are available in many different styles with pricing starting at $89.95

HEAD LIGHT KITS

RH M-13450-9A LH M-13451-9A $59.95 each

87-93 TAIL LIGHT LENSES

These convertible door jamb area

seals have been a long awaited.

83-93 M-28182-1AP

$29.95 pair

QUARTER LOCK PILLAR SEALS

NPD is proud to offer Fuel tanks for 1979-81 model years. 79-81 (before 4/81) ............ M-9002-1A $189.95

NOW AVAILABLE79-81 FUEL TANKS

These units are sure to improve your ride quality and performance needs of your Fox Mustang.79-93 Front Strut 90/10 .............. M-18124-4LA $144.9579-93 Front Strut 70/30 .............. M-18124-4LB $144.95 79-93 Rear Shock 50/50 ............. M-18125-4LA $59.95

Designed to be a direct replacement for broke or missing factory unit.

87-93 M-2A603-1B $39.95

PARKING BRAKE CABLE & EQUALIZER

This is a 1-piece design that does not require gasket sealing com-pound like the OEM. They are made from closed cell foam that resists weathering and does not absorb moisture. They are designed for a perfect fit on all factory style housings.83-93 M-13A495-4CK $39.95

REAR TAIL LIGHT GASKET KIT

U.S.-MADE FROM ORIGINAL TOOLING

This unit is designed to replace your factory broke or brittle factory unit. They are made in the USA using the Original Ford Tooling. So if you are looking for the right OE style part this is the unit for you.86-93 5.0L $21.95

VACUUM OUTLET DISTRIBUTION TREE

These units feature the correct grain and texture like originals. They are not a painted unit, but are made from color matched materials for a long lasting finish. The tooling for this item was adjusted several times, resulting in a perfect fit. Available in four colors Black, Smoke Gray, Scarlet Red, Titanium $32.95

CONSOLE PANEL GLOVE COMPARTMENT DOOR

This molding set is made from Original Ford Tooling for a perfect fit and finish. Each set includes the upper and left/right side moldings with durable black powder coat finish. Illustrated step by step removal and installation instructions included.79-93 W/ Black appearance M-03148-1BK $124.95

WINDSHIELD MOLDING SET

These Drag racing style oil pans feature a

7 quart oil capacity and a 9 inch deep sump. They are

designed to fit 1979-1993 Fox

Body Mustangs with 302 / 5.0L engines, Black $99.95 or Zinc $104.95

DRAG RACE STYLE OIL PAN

FORD LICENSED PRODUCT

ALUMINUM RADIATOR

2 Row 3 Row 4 Row $159.95 $229.95 $289.95

2mm thick aircraft grade aluminum, fully TIG welded for strength and durability.

Pre-molded in a black high gloss finish this hose kit not only looks show ready but performs as well. 86-93 5.0L w/ factory A/C ............M-8260-30SB $89.95

SILICONE HOSE KIT

TUBULAR CONTROL ARM KIT

These grille inserts are made from Original Ford Tooling and are designed to give your Mustang that Cobra look. Top that off with a matching running horse ornament and your conversion is complete.87-93 Insert ................................... M-8200-8A $33.9587-93 Ornament ............................ M-8213-1A $16.95

These units are designed to fit and finish like original units.

Complete with ball joints and rubber

bushings.

GRILLE INSERT AND ORNAMENT

OUTSIDE DOOR HANDLESOur reproduction units are

made of quality metal and are designed to replace

the factory plastic units. They are available in both bright or black finish.79-93 Each $5.50 Mounting Kit $1.75

Scan here to view a video of Escobar’s latest creation. Keep on eye on his True Street 2014 season. NPD provided the quality restoration items used in this remarkable car.

NPD OFFERS FORD BRAND CATALOGS FOR

65-73 MUSTANG

79-93 MUSTANG

55-57 THUNDERBIRD

48-79 F-SERIES TRUCK

80-96 F-SERIES TRUCK

66-96 BRONCO

FRONT LOWER CONTROL ARMS

87-93 RH .. M-3078-4A $159.9587-93 LH .. M-3079-4A $159.95

79-93 Black M-5A651-2BK Red M-5A651-2RK

$129.95

Designed to improve traction and performance.

“NPD IS PROUD TO SPONSOR 13X TRUE STREET CHAMPION CHRIS ESCOBAR

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DEPARTMENTS11 SHOP TALK18 YO, KEN!22 HORSE’S MOUTH110 BABE OF THE MONTH113 POWERSHIFTIN’114 SNAPSHOTS116 HORSEPOWER116

MARCH 2015 VOLUME 28, ISSUE 3

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88

POWER SHIFT!All about Tremec transmissions for your Stang.

FEATURED FORDS24 LAUNCH PARTY

Ford Racing readies the new S550 for the strip.

46 BREAKING ALL THE RULESDarrell McBryde’s 1994 Cobra Pace Car might be rare, but that

hasn’t stopped him from enjoying it to the fullest.

54 MILLION-DOLLAR MAKEOVERTransforming a mangy Fox into a trophy Mustang with some

afordable fxes.

64 THE BIRD DOCMark Duber’s record-breaking 2013 Shelby GT500 is chock-

full of thrills and frills.

82 ECO SVO

Will and Kelly McLearran’s looked back to the future for their

SVO’s powerplant

TURNIN’ WRENCHES37 BYOB GOES BALLISTIC WITH BOOST

ProCharger adds real power to our fake Boss with 214 more

horsepower.

74 CAM JAMWhat’s the diference between blower and turbo camshafts?

88 SYNCHRONIZED SUCCESSTaking a look at Tremec transmissions for Mustang and the

aftermarket.

EVENT ACTION96 THE BIG FINALE!

The NMRA world fnals was packed, flled with wild wheels

up excitement, & new champions were crowned.

24

54

ON THE COVER: Editor Henry D handled this month’s cover shoot during the NMRA World Finals in Bowling Green, Kentucky. The Grabber Blue GT500 belongs to Mark “Bird Doc” Duber, a cowboy who prefers to row gears down the tarmac. BYOB chassis dyno inset by Vinnie Kung.

64

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Quality Ford CorePrecision HonedLimited Warranty50oz Crank

5.0L 302 ECONOMYSHORT BLOCKA great build for naturally aspirated light street/strip applications or for restoring OE style performance!

$999.99

1979-93 FRONTLOWER CONTROL ARMS

1987-93 5-LUG CONVERSION KITThe ORIGINAL! Upgrade the performance and looks of your Fox Body with the most comprehensive kit on the market!

$399.99

2.5” STAINLESS LXTAILPIPES PAIR,PSURYHG�H[KDXVW� RZ��DQG�JUHDW�IRU�rusted or damaged stock pipes!

$144.99

$169.99

1987-93 FUEL TANK KIT$�GLUHFW�UHSODFHPHQW�IRU�UXVWHG�GDPDJHG��RU�OHDNLQJ�JDV�WDQNV�

$249.99

Quality stamped steel control arms just like OE! Restore control

to your Fox Body!

1987-93 EXTERIORRESTO STARTER KITWhether starting orQLVKLQJ�\RXU�SURMHFW��WKLV�kit contains top items to clean up the exterior of your Fox Body!

$249.99

$44.99 $214.99

1979-93 2PC SUNROOFWEATHERSTRIP KIT

1987-93 LX TAILLIGHTASSEMBLY PAIR

PONY WHEEL & TIRE KIT

$1099.99

An exact replica of the factory Ford Pony wheel but in 17”! 17x8 silver wheels wrapped in Sumitomo HTRZII tires! Includes Ford Licensed center cap.

17 ”

LOWER PRICE!

SPOTINK

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5.0L/5.8L 170CCALUMINUMCYLINDER HEADS

1986-93 5.0L BBKOFF-ROAD H-PIPE

1989-93 BBK 5.0LBLACKOUT COLD AIR KIT

1979-04 TUBULARREAR UPPER& LOWER CONTROL ARMS

1986-93 5.0L SINGLE TURBO KIT

1986-93 SVE 5.0LINTAKE MANIFOLD

1979-93 5.0L FACTORYFIT STEEL PULLEYS

1987-93 COBRA FRONT BUMPER CONVERSION

Lightweight aluminum heads are the perfect upgrade for your 5.0L!

Firmer launches + improvedhandling & grip! Includes poly-urethane bushings

6DWLQ� QLVK�XSSHU��ORZHU�LQWDNH�manifold increases HP & TQ & looks

great under the hood!

5HVWRUH�FKDUJLQJ��ORRNV��cooling power to your 5.0L! Budget friendly and installs

HDVLO\��%ODFN� QLVK�

1993 Cobra styling + increased DLURZ��5HDG\�IRU�SUHS��SDLQW�

$899.99

$139.99

$1599.99

$349.99

$99.99

$249.99

$179.99

$189.99

$209.99

Bring on the BOOST in your 5.0L!4XDOLW\�FKURPH�SLSLQJ��00�WXUER�headers & intercooler included! Full bolt on kit!

Blackout series cold air kits draw FRROHU��GHQVHU�DLU�IURP�WKH�IHQGHUZHOO�for more HP & increased throttle response!

Direct bolt on! Quality 16GA aluminized steel made in the USA!

ON3PERFORMANCE

Our all new fully recline-able race seats look great with any interior! Quality black cloth seating surface with synthetic leather seat caps.Adjustable seat tracks also included!

Top selling kit! Get more charging power out of your fox body! Our kit IHDWXUHV�D�TXDOLW\�1(:��$03�alternator & 4GA power wire.

$549.99

1979-04 SVE S2 RACE SEAT PAIR

1986-93 130 AMP ALTERNATOR KIT

SPOTINK


1996-04 4.6L GTTHROTTLE BODY &PLENUM KIT

1999-04 FACTORYTINTED HEADLIGHTKIT

1999-04 MACH 1GRILLE DELETE

1999-04 GT AIRAID COLDAIR KIT

1994-04 13” COBRAFRONT BRAKE KIT

1994-04 BLACKINTERIOR RESTOSTARTER KIT

75MM opening brings in more airfor more HP & TQ on your GT!

Increase visibility & looks! Includesour no hassle 1-year warranty!

Increased stopping power andhigh end brake attitude at a fractionof the cost! Includes 2-piston calipersslotted rotors, stainless lines, andbrake pads!

Ditch your factory grille for the clean looks of our Mach 1 grille delete!

,PSURYHG�DLURZ�HP & TQ for your 4.6L!

$219.99

$129.99

$699.99

$69.99 $232.90

$259.99

Get your interior back! Replacements for top wear interior parts includingFDUSHW�� RRUPDWV��GRRU�panel inserts! Fits coupe.

1996-04 H&R SUPERSPORT SPRINGSDesigned to lower your Stang’s center of gravity and reduce body roll for improved handling charac-teristics & an awesome look!

$259.99

$139.99 $24.99

1999-04 COWL VENTGRILLE ASSEMBLY

1994-98 ODOMETER GEARREPAIR KIT

Perfect for your faded ordamaged cowl grille!1pc design.

1979-04 PYPE BOMBCATBACK EXHAUST KIT

1996-04 MIL ELIMINATORS

$389.99

$47.99

Get a deep new aggressive tone whileadding extra horsepower!

Get awesome Terminator looks for your 1999-04 GT or V6! Complete kit has it all, and ships for FREE!

Get awesome Terminator looks for your 1999-04 GT or V6! Complete kit has it all, and ships for FREE!

POLISHED3.5” TIPS!

2003-04 COBRA FRONTBUMPER COVER KIT2003-04 COBRA FRONTBUMPER COVER KIT

$629.99

Fix a burnt, slipping, or grinding clutch Mustang with a quality clutch kit from Spec! USA made components ensure smooth operation and great street performance!

SPEC CLUTCH KITS

$254.99FROM

Restores proper function of odometer

& trip readings!

SPOTINK


$89.99

Back by popular demand! Centers your factory fog lights for a classic look. Includes fog light extension harnesses for a painless installation!

2005-09 GT CENTER FOG LIGHT GRILLE KIT

SCT X4 TUNER +SVE CUSTOM TUNE

Get the most out of your mods with professional,

dyno proven calibrations IURP�69(��6&7��:L ��GDWD�

logging, portrait & landscape viewing on full color screen!

$399.99

2005-15 SVE DRIFT WHEEL & TIRE KIT

2005-15 SVE SERIES 2WHEEL & TIRE KIT

2005-14 SVE DRAG WHEEL & TIRE KIT

7RS�3LFN��0DWWH�EODFN� QLVK��[��ZKHHOV�PRXQWHG�on Nitto NT555 tires!

Includes gunmetal w/ polished lip 19x9/19x10 wheels mounted on Hancook Ventus Evo tires!

Dark stainless 17x4.5/15x10 wheels mounted on Mickey Thompson ET Street Radial & Racemaster tires!

Give your S550 Mustang the wild howl of American V8 muscle that it deserves! Includes 4.5” polished tips!

Protect your carpet in style with TXDOLW\�SOXVK� RRUPDWV�IURP�/OR\GV��Makes a great gift idea!

5DFH�VHULHV�PXHU�JLYH�D�SRZHUIXO�tone, increase HP & give stealthy looks to the rear of your Coyote!

%HWWHU� RZ��PRUH�KRUVHSRZHU�IRU�your new 2015 Mustang GT!

Easy installation!

BLACK FINISH!

2015 GTGIBSON CATBACK EXHAUST

2011-14 5.0LMBRP RACE AXLE BACK

2015 GTJLT COLD AIR INTAKE

$1599.99 $1589.99$1699.99

$689.97$89.99$598.40

$349.99

$189.99 2005-14 SVE PROGRESSIVELOWERING SPRINGS

Obtain that perfect stance & improved handling the right way with these lowering springs from SVE! Lowers 1”-1.5”

$1699.99

$164.99

Add serious power to your coyote and clean up your engine bay! Includes Cobra Jet manifold, GT500 WKURWWOH�ERG\��-/7�FROG�DLU�NLW��1�$�FXVWRP�WXQH� OH�

2011-14 COBRA JET MANIFOLD KIT + JLT COLD AIR

2005-12 LEDHEADLIGHT +FOG LIGHT BULBKIT

FROM

2005-15LOGO 4 PC FLOOR MATS

SPOTINK


2011-15 5.0L COYOTEBLUE COIL COVERS

2011-14 COBRA JETCOLD AIR INTAKE KIT

$79.99

$329.99

Quick and easy eye catching mod to set your 5.0L apart from the rest! Features POWERED BY FORD engraved text and SRSXODU�EOXH� QLVK�

More HP & TQ from your 5.0L equipped with a Cobra Jet intake!

Massive 102mm inlet!

2011+ 5.0L 4VCOYOTE CRATE ENGINE

3.73 REAR GEAR KIT

2005-14 GT500 BREMBO BRAKE KIT

Join the craze and make the swap to an awesome 2011+ 5.0L Coyote crate motor! Lightweight aluminum block, high revving & awesome baseline power! The next revolution in engine swaps!

Eliminate the guesswork on your next 8.8” gear swap! This kit haseverything you need. Improved acceleration and quicker take offs! Includes gear set, gear oil, friction PRGL HU��PDVWHU�EHDULQJ�NLW�More ratios available online!

Size matters! The biggest factory brake setup available for a Mustang to your 2005-2014 GT or Boss 302! 6-piston Brembo calipers, 15” front rotors/13.8” rear rotors, direct bolt on Ford parts!

$6189.00$319.99

$255.99

1979-04 ALUMINUMDRIVESHAFT 28 SPLINE

1986-04 24LB FUELINJECTOR & ADAPTER KIT

A great upgrade for your Mustang! Improves acceleration, reduces unsprung weight, and creates a

smoother ride!

Upgrade to these bigger injectors to give your engine the fuel it needs to run HFLHQWO\��,QFOXGHV�DGDSWHUV��6ROG�DV�a set of 8 injectors and 8 adapters.

$294.99

$107.96 $199.99

$1797.00

$219.99

5.0L/5.8L SPARKPLUG WIRE SETS

1986-14 TRACTION LOKREBUILD KIT

5.0L/5.8L HYDRAULICROLLER E-CAM

2011-14 5.0L/5.4LGT500 AXLE BACK

1985-95 5.0L/5.8LPERFORMANCE HYDRAULIC ROLLER LIFTERS

Easy installation & looks great under the hood! Variety of colors available!

Upgrade your traction-lok to carbon discs. No more one wheel burn outs!

Excellent upgrade over stock with an aggressive lope exhaust tone!

5-Star top seller! Get a deep, muscular tone out of your GT! Stainless steel construction, includes polished 4” tips and is a direct bolt on!

Direct replacement for OE, but allows 200-300RPM higher rev!

$44.99

$199.99

FITS1979-95

POLISHED4” TIPS!

INK

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SHOP

The Year Of The Mustang, SEMA 2014!

WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 11

The annual show of the Specialty Equipment Market

Association (SEMA) is held at the Las Vegas

Convention Center at the heart of Sin City. I’m willing to bet

most of you are well familiar with the show, but if for some

reason you aren’t, there’s no denying that it’s a bucket list item

for many enthusiasts, and understandably so. This is the big

show, where every manufacturer you can imagine showcases the

latest products for the upcoming year. We’re talking everything

from the latest wheels to complete suspension packages and

performance engine components, including every power adder

imaginable.

To be honest, I was really looking forward to this year’s event.

With the all-new S550 Mustang’s coming into play, we all had a

feeling it was going to be the center of attention. And believe me

when I say this, there was no shortage of 2015s and many booths

were prominently displaying their latest products on the new rides.

Ford’s booth was nothing short of amazing, with a big empha-

sis on the newest F-150 and a huge display of killer S550s from

various custom builders. Chip Foose showcased his EcoBoost-

powered convertible in a two-tone green with orange accents.

Then there was the King Cobra, a 600-plus-horsepower dedicated

tarmac terror. One of my personal favorites was the 2015 Roush

Stage 3 TrakPak concept S550 with a 777hp Roush-Yates power-

plant!

Everywhere you looked was something to see, and if noth-

ing else, this year’s SEMA event really showcased how much of

a great canvas the S550 really is. My

opinion? I’m sold and can’t wait to

get into my own. And now post-SEMA,

the Shelby GT350 was unveiled—the

engine is a buffed-out Coyote featuring

a robust 5.2L and, for the first time

ever, a flat-plane crank that’s usually

seen in more high-end exotics. This is

a naturally aspirated combination that

is capable of generating over 500 hp

and buzz to the moon. We’ll get more

into this in the months to come, but

this is just a prime example of how the

S550 platform will easily become the

world’s next favorite Pony car.

Now before you start inquiring

about the cost of getting into one of

these rides, I’m simply saying that the

S550 will open the door for all kinds

of builds. Let’s be real: Mustangs have

always been a working man’s (and

woman’s) car with a huge following.

My question for you is how would you

build yours? Write me at finishline@

enthusiastnetwork.com, and be sure to

share your thoughts. HDLS

With the

all-new S550

Mustang’s

coming into

play, we all

had a feeling

it was going to

be the center

of attention.

EDITORIAL HENRY DE LOS SANTOS

TALK

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2010-2014 GT500 & 13-14 Mustang Type IV Ram Air HoodPart #1211...................................................................................$639.992013-2014 C-SERIES 10-piece Body Kit Hood, chin spoiler, LED lights, upper & lower billet, side exhaust, skirts, upper & lower scoops, rear valance & wingPart # 9052...............................................................................$2,999.99

2010-2014 GT500 & 2013-2014 Mustang Stalker HoodPart #1209...................................................$639.99 Also available for 2005-2009 & 2010-2012.

2013-2014 Upper Billet Grille3DUW��%ODFN�RU�%UXVKHG�¿QLVK��2013-2014 Lower Billet Grille3DUW��%ODFN�RU�%UXVKHG�¿QLVK��

2013-2014 Stalker Body KitHood, upper & lower billet grilles, chin spoiler, window louvers, side scoops,skirts, wing & rear valance.............Part #9053.......starting at $1,999.992013-2014 Stalker Rear Valance - Part #4416.................................$349.99

2013-2014 C-Series Chin SpoilerPart # 4412...............................................................$199.992013-2014 LED Driving Lights Part # 7270..............................................................$199.99

2010-2012 Stalker 9-piece Body Kit - Part #9051.....................$2,499.99 2010-2012 Stalker Front Bumper Kit - Part #8054..........starting at $769.992010-2012 Stalker Hood - Part #1214...........................................$639.99

10-14 Stalker Side Skirts - Part #4360-4391....$339.992010-2014 Stalker Wing - Part #2217............$388.992010-2012 Stalker Rear Valance - Part #4397...$349.99

2010-2014 Side Exhaust with Skirts & Rear ValanceCat-back Stainless Steel 3” exhaust system featuring stainless steel mufflers and polished cast-aluminum tips. 4.6L & 3.7L systemsare also available.............................................starting at $1,439.99

2010-2014 Lower Side Scoops - Part #4388...Now Only $129.99Painted Lower Side Scoops - Installs right out of the box!Now Only $329.99

2010-2014 Window Scoops - Includes mesh insertsPart # 4387.................................................................................$129.99 Painted Window Scoops - Installs right out of the box!....$329.99

2010-2012 Type 4 Ram Air Hood w/ Louvers Part #1226......................................................................$639.992005-2009 Type 4 Ram Air Hood w/ Louvers Part #1225 (not pictured)...........................................$639.992010-2012 Upper Billet Grille - Available Black or %UXVKHG�¿QLVK��3DUW��

2013-2014 Ram Air Hood Part #1222...................................................................$639.992013-2014 C-Series Chin Spoiler Part #4395...................................................................$199.99

10-12 GT/CS Chin Spoiler Splitter ComboOne piece single molded design in a textured matte black finish, manufactured by Cervini’s. Fog lights are optional. Part # 4418....................Without fog lights.................$299.99With fog lights.................................................................$399.98

2010-2014 GT500 & 2013-2014Mustang Cobra R Hood Part # 1210......................................................................$599.99

2010-2012 Ram Air HoodPart #1198....................................................$639.99

2010-2012 Ram Air Type IV Hood Part #1201.........................................................$699.99

2013-2014 GT500 Style Upper Grille - Part #4413...$189.992013-2014 GT500 Style Lower Grille - Part #4414.....$139.992013-2014 GT500 Style Chin Spoiler Part #4415..............................................................starting at $199.99

2013-2014 - Part # 4411.........................$299.992010-2012 - Part # 4420.........................$299.992005-2009 - Part # 4410.........................$299.99

Carbon Fiber Radiator Cover

2010-2014 GT 500 & 2013-2014 Mustang4” Cowl HoodPart #1223......................................................................$599.99

2010-2012 Stalker II HoodPart #1221......................................................$639.99

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2005-2009 C-Series Body Kit – Includes hood, front bumper kit, functional cat-back side exhaust with skirts and rear valance, upper window louvers, side scoops & ducktail wing.....................................Starting at $3,599.99Window Scoops – Part #4305..........................$129.99Lower Side Scoops – Part #4306....................$129.99

Side Exhaust with Skirts & Rear ValanceCat-back stainless steel 2.5” exhaust system DQG� PXIÀHUV� DQG� SROLVKHG� DOXPLQXP� WLSV�2005-2009.............................starting at $1,439.99

Front Bumper Kit – Includes front bumper, upper and lower billet grilles, PIAA fog lights & lower fog lights with bezels - Part # 8013...........$1,289.99 Lower Billet Grille with Fog Lights - Part #7026 %ODFN�RU�%UXVKHG�¿QLVK��

2005-2009 Ram Air Hood – Part # 1171............$639.99Ram Air Kit – Part #8031........................................$299.99

2005-2009 Cobra R Hood - Part #1207................$599.99Type III Chin Spoiler - Part #4339........starting at $259.99

2005-2009 Mach One Hood - Part #1206.................$599.99 2005-2009 L.E.D. Tail Light Conversion Kit(US Patent # D677,411) Part # 7265..........$599.99

2007-2009 GT-500 Type IV RA Hood - Part #1197....$789.99Vinyl Hood Stripe Kit - Part #7261....................................$99.99

Type IV RA Hood w/ Billet Inserts - Part #1187.....$699.99Part #1181.........................................w/o billet inserts.....$639.99Ram Air Kit...............................................Part #8032....$299.99

2005-2009 Ducktail Wing – Part #2227......$339.99 Front Bumper – Part #3347..........................$588.99Upper Billet Grille – Part # 7025....................$169.99

2005-2014 Styling Bar - Part #8033...............................$539.99 2005-2012 Speedster Covers - Part # 4361...............$539.99

Stalker Wing - Part #2221.........................................................$339.99Stalker Rear Bumper - Part #3351........................................$539.99

Speedster Covers Part #4000....................$529.99

1999-2004 / 10-Piece Stalker Kit - Part #9003.....$1,999.991999-2004 Ram Air Type II Hood - Part #149..........$599.99 1999-2004 Front Bumper - Part #3355.....................$599.99

1994-1998 Styling Bar - Part #7005..........................$499.99 1994-1998 Side Scoops - Part #4304........................$99.991994-2004 2-pc Speedster Covers - Part #4000........$524.99

1999-2004 Cobra R Hood - Part # 153......$599.991999-2004 Upper Billet Grille - Part # 7072...$99.99

1994-1998 Cobra R Hood - Part #117................................$599.99

1987-1993 2.5” Cowl HoodPart #105 (1983-1986 Part #106)................................$599.99

1987-1993 Cobra R HoodPart #136....................................................$599.99

1987-1993 4” Cowl Hood Part #121 (1983-1986 Part #122)...........$599.99

1987-1993 2.5” Stormin Norman HoodPart #103 (1983-1986 Part #104)................................$599.99

1979-1993 Cobra Wing - Part #206..............$339.991979-1993 SLN Wing - Part #200..............$339.99 Coupe/Convertible also available.

1987-1990 LX 4-Piece Kit - Part #9013..........$669.99 1991-1993 LX 4-Piece Kit - Part #9014............$669.99 1987-1993 Rear Valance - Part #4302............$289.99 1987-1990 LX Air Dam - Part #4323............$289.99 1991-1993 LX Air Dam - Part #4324............$289.99

1987-1993 GT 9-Piece Conversion Kit - Part # 9011...........$1,399.99 1987-1993 Cobra Grille Insert - Part #4315..................................$59.99 1987-1993 Cobra Side Skirts - Part #4335...............................$429.991987-1993 Cobra Rear Bumper - Part #3336..........................$399.991991-1993 Cobra Front Fender Ext - Part # 4331....................$169.991987-1990 Cobra Front Fender Ext - Part # 4332....................$169.99

1987-1993 1.5” Ram Air Hood - Part #101..............$599.991987-1993 Stalker Front Bumper - Part # 3334.....$624.99

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INK



YO YO

Noise ControlI have an off road X-pipe on my 2004 Mach 1 with a

complete exhaust system, and the car is loud. I like

it, but the local police don’t like it as much as I do,

and they have been warning me about it. What can

you recommend I do to tone it down just a bit and not

lose performance?

Name withheld

Via mustang-360.com

The best way to get the sound down to a police-

friendly level is to put the catalytic converters back

on. High-flow cats have very little flow restriction for

your application. Engines that are mildly modified

get very little benefit from using an off-road X-pipe,

if any. The horsepower gain is minimal on mostly

stock engines. In some cases the backpressure

caused by the cats (which is small) helps the low-end

performance. You can go with more restrictive muf-

flers, but you will lose some performance. The cats

are the way to go and will give you the milder tone

you are looking for.

KEN!KEN MIELE

18 MARCH 2015 WWW.MUSCLEMUSTANGFASTFORDS.COM

out of my 2001 GT 4.6L

without going to a power ad-

der, are there basic bolts-ons

I can use? I’m pretty handy

with a wrench, so swapping

heads, intakes, and cams

would not be a problem.

Jerry

Via mustang-360.com

A cylinder head swap will

give you the biggest gain

in power. Upgrading the

cams, intake, and exhaust

will make it a total package

with gains up to 150 hp. I

suggest contacting Trick

Flow Specialties (trickfow.

com), which can supply

everything you need for your

4.6L. Trick Flow has dyno

numbers on many packages

to make choosing the right

parts easy. Remember that

you must get a custom tune

to get the most out of your

upgrades.

3V TransplantI have a 1988 LX with a

five-speed. The engine spun

a rod bearing and broke a

rod. Would a 4.6L 3V with

the Ford Racing control pack

work? And is that all I need

as far as the ECU goes? Are

there any issues I should be

aware of?

Troy M.

Via mustang-360.com

Any engine swap that is not

the factory engine will have

some issues. For the 4.6L

3V, Ford has made this as

hassle-free as possible. Ford

offers a standalone engine

controls package to retrofit

the engines into older cars.

There are some other is-

sues to worry about, like

exhaust and air intake, but

the 3V will bolt in—just be

prepared for a little fabrica-

tion.

Engine WeightsI have a question regard-

ing engine weights. What’s

the true weight difference

between the same car with a

either a traditional push-

rod 302 5.0L versus the

Aluminator Coyote? There

are weights listed at various

sources online, but I doubt

those numbers paint an

accurate picture of the true

weight difference between

the two as a complete, in-

stalled package. For instance,

is the listed weight of the

pushrod engine taking in to

account things like the smog

pump? I’m guessing not.

As far as I know, one is not

required on the modern OHC

engines, and would represent

a pretty decent chunk of

weight to factor in. So to be

specific, comparing a typical

mild street pushrod EFI 5.0L,

something with aluminum

heads, fully dressed, and

50-state emissions legal

versus the Coyote engine and

what all it needs to work in-

stalled in a Fox body car, can

you tell me which setup is

going to make for a lighter/

heavier car and by approxi-

mately how much? Thanks.

Phil Strong

Via email

The engine assembly on a

traditional Fox-Body 5.0L

weighs 411 pounds. This

is without accessories like

smog, power steering, A/C,

alternator, and flywheel or

flexplate. It is considered

a dry weight. The Coyote

without accessories weighs

444 pounds as listed in the

Ford Racing Parts catalog.

The old 5.0s are hard to get

exact weights for and can

range between 411 and 460

pounds. In my research I

believe that 411 pounds is

correct for an old 5.0L dry

engine weight. Both engines

come with stainless exhaust,

but the Coyote does have

a manual flywheel weigh-

ing 23 pounds. All things

being pretty equal in dry

weight, the Coyote weighs

421 pounds sans flywheel

and the 5.0L is 411 pounds.

It would be a wash in my

book when all accessories

are added to their respective

engines.

Driveshaft Thoughts?I have a 2005 Mustang GT

five-speed manual and I am

looking to upgrade the two-

piece driveshaft. I have heard

that they free some horse-

power but I could develop a

driveline vibration if I go to a

one-piece setup. It’s a daily

driver, and I don’t want to

upgrade it if the vibration is

too bad. Any help would be

great if it is worth the swap.

My car is stock except for a

tune and exhaust.

Matt

Via mustang-360.com

The stock two-piece

driveshaft weighs about

47 pounds. The aftermar-

ket comes in about 18-20

pounds for an aluminum

one-piece driveshaft. There

is a gain in power through

less rotating mass, but

unless yours is a high-

horsepower application I

suggest you stick with the

stock setup. Harmonics are

greatly reduced with the

factory two-piece and is

why Ford choose to go that

route. Vibration issues are

not uncommon, but many

quality driveline companies

have solved most harmonic

problems—but it can get

expensive. For the money

versus performance gain, it

does not make much sense

to upgrade on a basically

stock daily driver.

Added PowerIf I want to get more power

ANSWERING YOUR TECHNICAL QUESTIONS

MMFP-150300-YO1.indd 12/10/14 10:01 AM PAGE 18MMFP-150300-YO1.indd 12/10/14 10:01 AM PAGE 18

INK


Grip in a

For 23 years, “Maximized” Mustangs have ruled

both the road and the track. That’s because the

Maximum Motorsports products that win races and

national championships are the same parts we build for

your street car.

Our exclusive Grip Boxes and Launch Boxes are

engineered systems, made in the U.S.A. by Maximum

Motorsports. We test and match all components to

work together, ensuring easy installation and optimum

performance in Mustangs producing up to 1000 lb-ft of

torque. Photo-illustrated instructions are designed for

home builders. Expert tech support is available

by phone or email.

Congratulations – again! – to Chris Griswold, 2014 American Iron Extreme champion (Eastern division), NASA’s only six-time national champ.

All items can also be ordered separately, enabling you

to improve your 1979-2014 Mustang in stages, while

continuing to drive the car. Factory-direct orders for

complete packages or individual parts usually ship

within 24 hours. Please visit our Website for detailed

photos, technical info, tuning tips, and authorized

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S550 Grip Boxes & parts coming soon! Watch our Website & Facebook page for new products.


HORSE’S


MOUTHBY EVAN J. SMITH

After much speculation, Ford confirmed it will build the Shelby

GT350 Mustang, which is set to make roughly 520 hp and over

400 lb-ft of torque. Rather than using supercharging or Eco-

Boost power, Ford engineers have leaned heavily on the popular

Coyote engine to extract maximum output.

The engine was fitted with a flat-plane crankshaft, which

reduces rotating weight and alters the firing of the cylinders

as compared to a conventional V-8 crankshaft. It will allow for

quicker revs and a unique sound. Look for peak power to come

in around 7,200 with a redline over 8,000 rpm.

We hear that the valves have been relocated in the heads for

optimized flow and the ports have been revised. Unfortunately,

GT350 heads will not simply bolt up to the base GT 5.0L Coy-

ote. We speculate that the base MSRP will be around $50,000,

but dealers will likely ask a premium. We’ve already seen deal-

ers asking $25,000 over sticker on the 25th Anniversary model.

Of course you can check out mustang-360.com for all the details

on the GT350.

NMRA Announces 2015 Event Schedule

Ford Reveals 2016 Shelby GT350 Mustang

heads-up drag racing in

classes like VP Racing Fuels

Street Outlaw and the popu-

lar Coyote Stock, plus we

have our giant UPR Products

car shows, huge manufactur-

ers’ midways, and more,”

said NMRA president Steve

Wolcott.

In addition, NMRA is

home to the Muscle Mustangs

& Fast Fords True Street

class, which has been a hit

with Ford enthusiasts for over

20 years, and the MM&FF All-

Female Shootout at Summit

Motorsport Park in June.

“The 2015 season will

also feature the Aerospace

Components Winner’s Circle

and special events at each

and every race, plus True

Street and all the exciting

classes at each venue,”

Wolcott added.

The NMRA (National Mus-

tang Racers Association)

has just released the official

schedule for the 2015 sea-

son. NMRA provides a great

place for fans of racing, car

shows, and general drag

racing to spend a weekend in

the sun having a blast with

their Mustang or fast Ford.

“This is our 17th year

of exciting NMRA all-Ford

THE LATEST NEWS IN THE FORD WORLD

PRESENTED BY

Mar. 5-8, 2015: 21st An-

nual Nitto Tire NMRA Spring

Break Shootout presented by

Muscle Mustangs & Fast Fords.

Bradenton Motorsports Park

in Bradenton, Fla.

Apr. 9-12, 2015: 7th An-

nual NMRA/NMCA All-Star

Nationals presented by Miller

Welders. Atlanta Dragway in

Commerce, Ga.

May 1-3, 2015: 15th An-

nual NMRA Ford Nationals

featuring the 3rd Annual SVT

Shootout presented by SVT-

Performance.com. Maryland

International Raceway in

Budds Creek, Md.

June 11-14, 2015: 12th

Annual McLeod Racing

NMRA Ford Super Nationals

featuring the Muscle Mustangs

& Fast Fords All-Female Shoot-

out. Summit Motorsports

Park in Norwalk, Ohio.

July 30–Aug. 2, 2015: 10th

Annual Nitto Tire NMRA/

NMCA Super Bowl of Street

Legal Drag Racing. Route 66

Raceway in Joliet, Ill.

Oct. 1-4, 2015: 17th Annual

Nitto Tire NMRA All-Ford

World Finals. Beech Bend

Raceway in Bowling Green,

Ky.

Galpin/Fisker Unveil 725hp Rocket 2015Love it or hate it” seems to be the theme of Rocket, a 2015

Mustang that Galpin Auto Sports and Henrik Fisker took the wraps

off of at the 2014 Los Angeles Auto Show. The team said that the

design is “unmistakably inspired by specialty pony cars of the

1960s and early 1970s, including the 1968 Shelby GT500.”

The handmade carbon-fiber bodywork is slathered with

scoops and vents that direct airflow. The hood features two

large air intakes that are designed to channel cooler outside air

through the engine compartment, supplementing the grille and

front splitter in keeping the 725hp V-8 engine at peak operating

temperature. Two additional scoops, mounted on the rear fend-

ers ahead of the wheels, help channel air to cool the oversized

15-inch Brembo Gran Turismo high-performance brakes.

The color is a mixed silver called Éminence Grise. Rocket

rolls on large 21-inch ADV.1 wheels with Pirelli P-Zero extreme

performance tires.

For more information, stay tuned to nmradigital.com.

MMFP-150300-MOUTH.indd 12/10/14 10:03 AM PAGE 22MMFP-150300-MOUTH.indd 12/10/14 10:03 AM PAGE 22

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MMFP-150300-FRPP.indd 12/10/14 10:09 AM PAGE 24MMFP-150300-FRPP.indd 12/10/14 10:09 AM PAGE 24


FORD RACING READIES THE NEW

S550 FOR THE STRIP.

BY DALE AMY • PHOTOS COURTESY OF FORD RACING

THECREW AT FORD RACING BURNED THE

MIDNIGHT OIL IN ADVANCE OF THE

OFFICIAL LAUNCH OF THE S550.

CHY

They burned up a bunch of rubber, too.

While a huge aftermarket no doubt sali-

vates over the introduction of an all-new

Mustang, Ford’s in-house performance

division wanted to be frst out of the gate

to demonstrate—and improve upon—the

dragstrip capabilities of the pony car’s lat-

est generation. Using a trio of manual-shift,

pre-production 2015 coupes—two 5.0L

GTs and an EcoBoost 2.3L—Ford Racing

Performance Parts got to work last summer

testing, tuning, and wrenching. They even

set themselves an elapsed-time target for

each of the three cars. Testing was done at

Milan Dragway, not far from Ford Racing’s

headquarters, as well as at U.S. 131 Dragway,

in Martin, Michigan.

For the Ingot Silver 2.3L EcoBoost, Ford

Racing’s goal was a 12.99-second ET. Yup,

right of the bat they targeted a 12-second

quarter-mile performance from the feisty

little four-banger. Moving to the GTs, Ford

Racing’s Ruby Red ’15 coupe would remain

in naturally aspirated form and aim for a

performance goal of 11.99 seconds. And the

second GT, fnished in black, would receive

the soon-to-be-released Ford Racing/Roush

Performance TVS supercharger, with which

it was hoped to run a 10.99-second e.t.

Lofty goals? Yes, we’d say pretty ballsy,

yet those targets were met and surpassed

with surprisingly few modifcations.


A

B

C

D


LAUNCH PARTY

Coming to GripsWhile we’ve all been itching to see just

what this new S550 is all about, quarter-mile

addicts in the crowd have no doubt wondered

(worried?) how the Mustang’s now-standard

independent rear suspension would respond

to a dragstrip’s extreme demands. Early on

in their program, Ford Racing engineers took

the then-stock prototypes to Milan Dragway

to answer that question for themselves. Per-

haps not surprisingly, they soon determined

that stock IRS rubber bushing compliance

contributed to some axle hop under sticky-tire

launches. And later, once the supercharged

GT test mule topped the 600hp mark, Ford

Racing also experienced a stock IRS half-shaft

failure.

Luckily, Ford Racing has fxes for both

issues, frst in the form of aluminum bushings

to replace the factory rubber originals in the

pumpkin-to-subframe and subframe-to-body

interfaces on the IRS. FRPP had also been

working with G-Force to develop an upgraded

half-shaft kit. The three Ford Racing test

coupes were then ftted with these revised

bushings and half-shafts, all of which report-

edly performed “fawlessly” and should be

available through FRPP and its dealers by the

time you read this.

A) This octet of blue

anodized aluminum bushing

halves is intended to replace

factory rubber bushings at

the junctions between the

S550’s IRS subframe and

unibody. This kit carries

the FRPP part number M-

5872-M.

B) A second bushing up-

grade kit (M-4425-M) elimi-

nates the rubber-induced

compliance where the IRS

differential pumpkin mounts

to the subframe. Like the

preceding kit, it is applicable

to all S550 Mustangs: I-4,

V-6, and V-8.

C) For those not feeling up

to the process of installing

these new bushings them-

selves, a complete replace-

ment subframe (M-5035-M)

is also available, pre-fitted

with the two bushing kits.

D) For high-power applica-

tions, check out FRPP’s di-

rect-replacement, heavy-duty

half-shafts (M-4139-M, left;

M-4138-M, right) featuring

serviceable CV joints with

CNC billet centers, billet

one-piece inner and outer

stub ends, anti-wheelhop

technology, and electrically

bonded e-coating. FRPP will

also offer a complete kit

(M-FR2-M) comprising the

half-shafts and aluminum-

bushing-equipped subframe.


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Though shown here in early testing at Milan while

still wearing its OEM front rolling stock, FRPP’s

EcoBoost four-banger went on to set a best time at

U.S. 131 Dragway wearing drag skinnies up front.

This all-new turbo four is obviously the least

familiar occupant of a Mustang engine bay. It

may be small, but we all know how well boost

can compensate for diminished displacement.

Here’s the short list of what it took to post that

eye-opening mid-12 pass.

• FRPP performance rear subframe kit

• FRPP heavy-duty half-shaft kit

• FRPP custom engine calibration for race fuel

• FRPP prototype of-road exhaust

• 3.73 gearset

• Hoosier drag racing front tires

• Weld-Racing AlumaStar drag wheels, front

• Hoosier drag slicks (28x10x17 D06

compound)

• Weld-Racing AlumaStar drag wheels, rear

• 4-point rollcage

• Recaro race seat

• Passenger and rear seat deleted

Note: This EcoBoost coupe was the only one

of the three testers to post time with skinnies

up front. The two GTs retained their fat factory

front wheels and tires.

2.3L EcoBoost CoupeBest pass 12.56 at 109 mph


LAUNCH PARTY

THE TEST

MULESWith that brief introduction to Ford

Racing’s rear suspension hard-

ware, let’s look a little closer at

each car’s modifcations and quar-

ter-mile performance on slicks.

Like FRPP’s pair of GT mules, the four-banger spent time on a chassis dyno to

aid development of the race gas calibration. In the EcoBoost’s case, this tuning

also had to account for the prototype off-road exhaust system.


INK


The Ruby Red test

GT benefitted from

Cobra Jet long-tubes

and FRPP’s prototype

intake system. No

photos or details have

been released on this

intake, but we’ll keep

you posted.

Aside from the rear suspension and tire

upgrades, pushing the nonpressurized 5.0L

into the 11s required nothing much more than

a high-octane tune, some matching race gas,

and dropping the factory exhaust system

in favor of unmufed Cobra Jet long-tube

headers. Oh, and this car also ran with a

“prototype intake system” installed. We know

that neither the old Boss 302 nor Cobra Jet

intakes will ft under a stock S550 hood, so

the logical conclusion is that Ford Racing has

an S550-specifc version under evaluation.

Nothing like stating the obvious, right?



• Factory headers and exhaust removed

• ARH Cobra Jet long-tube headers installed

• Prototype intake system

• FRPP custom engine calibration for race

fuel


compound)

• Weld-Racing AlumaStar drag wheels, rear

• 4-point roll cage



5.0L GT Coupe NABest pass 11.77 at 117 mph


LAUNCH PARTY

While time spent at the strip with prototype S550s hardly sounds like tough duty

to most of us, rest assured that, to Ford Racing engineers, this was work. But

even they might admit that some workdays are better than others.


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‘86-’03 Mustang 8.8 35-Spline Alloy Axle & Spool Package P4FM8602B....$558.20 Sale $458.20

Alloy axles with eliminator kits installed4.5” (1/2-20) bolt circle w/ 3” stud kit & spool

‘86-’03 Mustang 8.8 35-Spline Pro Race Axle & Spool Package P8FM8602B....$639.50 Sale $539.50

Hy-Tuf race axles with eliminator kits installed4.5” (1/2-20) bolt circle w/ 3” stud kit & spool

‘94-’04 Mustang 8.8 35-Spline Alloy Axle & Spool Package P4FM9402B....$678.80 Sale $578.80

Alloy axles with eliminator kits installed (non ABS)4.5” (1/2-20) bolt circle w/ 3” stud kit & spool

‘94-’04 Mustang 8.8 35-Spline Pro Race Axle & Spool Package P8FM9407B....$809.40 Sale $709.40

Hy-Tuf race axles with eliminator kits installed (non ABS)4.5” (5/8-18) bolt circle w/ A1027 stud kit & spool

1987-14 Mustang double adjustable strut package with springs & caster/camber plates S2000FM.......$1282.73 pr(Drag Race Only)

2005-10 Mustang double adjustable coil-over strut no springS2043 .......$499.00 ea (Drag Race Only)(Will work with 11-14 if used with 05-10 upper mount oraftermarket camber/caster plate)

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Sale Ends

Jan. 15th

INK


FRPP’s supercharged

coupe shows pretty

good weight transfer

at launch. Note the on-

board video cameras.

In addition to the one

above the windshield,

there was one mounted

behind—and recording

the reaction of—

each slick.

Ford Racing and Roush Perfor-

mance have codeveloped a version

of Eaton’s TVS Roots-type blower for

S550 applications. We don’t have all

the details at this point, but look for

a CARB-approved kit complete with

91-octane tune very soon. However,

this test mule ran on race gas with a

prototype of-road exhaust. And note

that although FRPP intends to release

91-octane performance tunes for both

5.0L and 2.3L EcoBoost S550 applica-

tions, no race gas (of-road) tunes will

be ofered.

• Ford Racing/Roush Performance

supercharger kit



• FRPP custom engine calibration for

race fuel

• Prototype of-road exhaust


compound)

• Weld-Racing AlumaStar Drag

Wheels, rear

• 4-point rollcage



5.0L GT Coupe SuperchargedBest pass 10.97 at 128 mph

What Does It All Mean?From this testing and development pro-

gram we can draw two really quick conclu-

sions. First, the new Mustang is more than a

pretty face. Second, Ford Racing isn’t just a

marketing moniker. Stay tuned, as we intend

to dive deeper into FRPP’s quickly evolving

shopping list of S550 goodies.

Ford Racing Performance Partsfordracingparts.comw

Source

An underhood shot of the black GT shows its S550-specific Roush/FRPP Twin Vortices

Series blower. It fits beneath the stock hood.


LAUNCH PARTY



INK



INK


ProCharger’s Stage II kit includes a massive

air-to-air intercooler that works in conjunction

with the P-1SC-1 supercharger. For BYOB we

went with the polished finish and standard

eight-rib belt setup. Also included is an SCT

programmer with ProCharger’s tune installed

and ready for upload.

BYOB Goes Ballistic With Boost


ProCharger adds real power to our fake Boss with 214 more horsepower.

BY VINNIE KUNG PHOTOS BY AUTHOR

ProCharger ofers a few variations of its

centrifugal supercharger kit, which is

known to add serious power to just about

any car it is installed on. The High Output

(HO) kit is where the action begins. Using

ProCharger’s excellent P-1SC-1 head unit

and a nice-sized front-mounted inter-

cooler, this kit provides gobs of boost all

day long. Moving up to the Stage II kit

adds a larger intercooler, a bigger air flter,

and new pulleys for more boost. Since we

wanted the most from our car, we went for

the big-dog Stage II kit in complete form

for BYOB (ProCharger also ofers these

two kits in Tuner versions, where the

52-pound injectors and programming are

excluded so that independent shop own-

ers can create their own packages.)

To get a nice sound out of the car, we

elected to get the standard sound level

from the blower (where the helical gears

make a subtle and smooth whine at idle)

and combined it with the quieter eight-rib

belt drive instead of the 12-rib or more

obvious cog-belt-drive setup for our street

car. ProCharger advertises an aggres-

sive 185-plus horsepower gain on a stock

Coyote, and we were anxious to see if this

would be true for a car that’s digesting the

91-octane swill that California likes to call

high-octane.

The installation took one day. The

Stage II’s large race intercooler fts 2013-

2014 models without any modifcations,

but on 2011-2012 models, like BYOB,

installation required the lower portion of

the bumper cover to have about 2 inches

removed from the lower half’s backside.

It cuts into the black textured bumper

insert as well, and you’ll have to eliminate

the driving lights, like we did. This added

about two hours to the installation, but

overall we were done in six hours. We

even had time to put fresh oil in, so we

poured in Royal Purple HPS oil in the fac-

tory weight of 5W20 to make sure that our

big bad 5.0 was properly lubed internally.

With the hard parts all installed and

the canned tune uploaded from the SCT

handheld programmer, we moseyed on

over to our friends at GTR High Perfor-

mance in Rancho Cucamonga, California.

Once there, GTR’s Ricardo Topete had the

DynoJet’s 224X spinning and we were

soon rubbing our hands with excitement.

On the frst run, we decided to start of

TECHBYOB is at it

again! This

time it sees

a ProCharger

being added

under the

hood. We

discover huge

power gains

on the dyno.

MMFP-150300-BYOB6.indd 12/10/14 10:35 AM PAGE 37MMFP-150300-BYOB6.indd 12/10/14 10:35 AM PAGE 37

BALLISTIC WITH BOOST


TECH

with the default 4.38-inch super-

charger pulley, which came with the

kit. Using Fourth gear, we were able

to see 5.31 psig (pounds per square

inch gauge) of boost and an amaz-

ing 556.00 rwhp at 6,950 rpm and

440.62 lb-ft of torque at 5,200 rpm.

These were all using true SAE correc-

tion factors for the weather. Consider-

ing how low the boost was, we were

stoked at what we saw. ProCharger’s

in-house tuning guru Erik Radzins

was on hand to gather data as we

personally witnessed that there were

no changes to the tune and that it

was the same canned tune that came

with the kit. Radzins later confrmed

The P-1SC-1 head unit featured a unique billet

impeller that not only looks trick but also adds

power due to its precise tolerances. I don’t know

about you, but for some odd reason I want to

see the CNC machinery that created this thing!

1

ProCharger’s large race intercooler is a true

beaut. Featuring large cross-sectional area, the

core is the secret to sustainable power gains.

Note that the mass air sensor bolts to the end

tank here, which is on the passenger side.

According to Erik Radzins of ProCharger, this

is because they discovered that having it here,

rather than on one of the charge tubes, provides

less fluctuation in values and makes for a more

consistent reading during all throttle positions.

The biggest benefit, he says, is having a signal

that is more stable for tuning.

2

With the front bumper cover removed, we can get right to business.

3

We started with the injectors. Remove the

entire fuel rail with a 10mm socket and

carefully disconnect the fuel feed line.

Swap out the stockers for the 52-pound

units provided by ProCharger, and reinstall

the rail with the provided hardware.

Because its injectors are the short-body

version of the EV6s, you will need to use

ProCharger’s shorter fuel rail risers and

bolts as well.

4

The crankshaft pulley bolt comes off

next to allow for the installation of the

ProCharger’s pulley. Using an 18mm

impact socket, we “cranked’ the bolt off

with little fuss.

5

ProCharger uses a dedicated belt-drive

system for its kits. That means the stock

belt continues to drive the accessories

and a separate piggyback pulley spins the

blower. On the backside of the ProCharger

pulley you can see the adjustable eccen-

trics that, once in place, butt up against

the factory pulley’s spokes for positive

engagement. Use the supplied crank bolt

and, uh, crank it down.

6

The factory fan setup doesn’t clear the

large intercooler piping, so a custom

fan shroud and SPAL fan are provided.

The male spade connectors fit right into

BYOB’s female fan connectors, minding

the red-on-red, black-on-black connec-

tions. A large glob of electric tape was

spun around this connection, ensuring a

safe and well-insulated junction.

7


INK



TECH

that at that boost level, no knock

retard was detected and the power

was indeed purely uninterrupted on

mere pump gas.

Next up, we slapped on the

smaller 4.00-inch pulley to increase

the supercharger’s speed. Knowing

that Coyotes love to be revved,

Radzins wanted to see what would

happen if we increased the rev

limiter to 7,300 rpm, to fnd out how

the ProCharger would react. That’s

because like the Coyote engine,

Once the electrical connection was made, we dropped the fan and shroud assembly into

place, aligning the lower tabs to the factory radiator and reusing the stock upper bolts to

rigidly mount it.

8

Next up, we installed the ProCharger-

supplied coolant surge tank. A neatly

fabricated piece, this tank fits nicely onto

the new shroud and reuses most of the

factory hose connections.

9

To mount the supercharger bracket onto

the front of the engine, threaded standoffs

are supplied that go onto the factory alter-

nator mounting stud, the belt idler pulley,

and a vacant hole on the cylinder head.

10

We added a staggering 214.15 peak horsepower and 98.30 lb-ft of torque at the tires at 8.28 pounds of boost.

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Lightweight 8mm Valves, 1.290 O.D. Springs, Retainers & Locks. Reduces Valve Float.205 & 220cc have 1.550 O.D. Springs

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Fully CNC Ported for Maximum Flow

Viton Oil Seals, NotCheap Poly Acrylic

58cc or 72cc QuickBurn CombustionChambers. 165cc

only available in 58cc

Adjustableguideplates for

perfect rocker arm alignment.

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Bead Lock Valves& Retainers

Lightweight 8mm Valves, 1.290 O.D. Springs, Retainers & Locks. Reduces Valve Float.205 & 220cc have 1.550 O.D. Springs

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Hardened ChromeMoly Spring Seats,Not Flimsy Shims

Fully CNC Ported for Maximum Flow

Viton Oil Seals, NotCheap Poly Acrylic

58cc or 72cc QuickBurn CombustionChambers. 165cc

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Call for details. AFR heads only.

AFR’s NEW Renegade Ford line is our ground up re engineered and re designed update of our very formidable and proven 20° in line heads. These new Renegade heads flow dramatically more than our previous best to give you more Horsepower.

•Renegade220ccflows340CFM@.800liftandaveragesastout11CFMincreasegainoverourretired225ccdesignfrom.400to.750liftwitha 5cc smaller runner.

All these new designs sacrifice nothing at low lift flow while outperforming the competitions mid and peak flow numbers. Performance like this from a bolt on inline head will have your competition scrambling.

MADE IN USA

Adjustableguideplates for

perfect rocker arm alignment.

•Renegade185ccflows297CFM@.600liftandaveragesanimpressive17CFMmorethanourpreviousdesignfrom.200to.600lifts.

•Renegade 195cc flows [email protected] lift fromthis exciting new entry to our Ford lineup.

•[email protected] lift,a16CFMimprovement,thissmallerintakerunnerflows more than our previous 225cc head.

INK INKINK


ProChargers love rpm. So we threw

connecting rod caution to the wind

on the next run and raised the rev

limiter. We didn’t let the car cool

down, since we wanted real power

numbers, and with the eight-rib belt

gripping for dear life, Topete spun the

DynoJet to the tune of 593.68 rwhp

at 6,900 and an astonishing 462.92

lb-ft of torque at the wheels with a

peak boost level of a modest 8.28

psig. Peak power came in at nearly

the same rpm as before (save 50

The easiest way to install the blower is

to assemble the head unit to the bracket

and then to lower the entire assembly as

a complete unit. Once in place, the three

standoffs and bolts were tightened with a

1/2-inch socket.

11

The intercooler assembly comes next.

Since we went with the Stage II kit, the

intercooler was as big as it could possibly

be. This core took up nearly all of the

available real estate behind the bumper

support and was just millimeters away

from the A/C system’s condenser. The

mounting tabs and bracket attach directly

to the hood latch bolts.

12

Next up, we routed the intercooler piping.

This was trickier than expected. After

about an hour of trial fitting, we shaved

approximately a half-inch off of each

silicone and/or rubber connector to make

everything snug.

13

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• Higher friction pads that stop faster

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• British made eco friendly pad materials

• Sport slotted rotors to match

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Profile J Template_Layout 1 11/12/2013 09:47 Page 1MMFP-150300-BYOB6.indd 12/16/14 3:09 PM PAGE 41MMFP-150300-BYOB6.indd 12/16/14 3:09 PM PAGE 41


TECH

revs) but was still under the factory

rev limiter. To avoid windowing a

motor, we decided to put the stock

rev limiter back in, keep the power

at under 600 to the tire, and run the

best pump gas was can fnd.

Based on our stock fgures (79.53

rwhp at 6,500 rpm and 364.62 lb-ft

of rear-wheel torque at 4,350 rpm)

on this exact same dyno, it means

The blowoff valve is mounted inside the

driver-side bumper cavity. We had to move

the horns slightly out of the way to make

the extra room, but it was super easy. A

vacuum tree is supplied to provide a sig-

nal for the blowoff valve so that it relieves

boost pressure under deceleration. This is

placed before the mass air sensor so that

there is no issue with false readings.

14

Here is another angle of the intercooler so

you can see just how massive it is.

15

With only 25,000 miles on our factory

plugs, we decided it wouldn’t hurt if we

went to new Ford Racing plugs that were

one step colder.

16

INK


we added a staggering 214.15 peak

horsepower and 98.30 lb-ft of torque

at the tires at 8.28 pounds of boost.

This shattered ProCharger’s claimed

gain of 185-plus horsepower. Looking

back at the numbers from the pulley

that produced an easy 5.31 pounds of

boost, those gains were also incred-

ible, with a 176.47hp bump and 76.00

lb-ft more torque to the ground.

Adding items like a ProCharger

kit not only brings back memories

but also makes new ones. Few cars

can cross generations as much as

our Mustang can. While your uncle is

waxing his 1970 Boss 302, you can

literally do the same with a newer

version of that same Boss. Just add

boost to a 5.0, and time travel is

almost possible.

Because the P-1SC-1 head unit is de-

signed to be self-contained (where it relies

on its own oil supply for lubrication) there

is no need to tap into the engine’s oiling

system. Instead, special oil is required,

so ProCharger provides perfectly-sized

bottles to fill your blower’s gear case with.

The fill plug also serves as the dipstick,

so it’s good to check fluid level regularly.

We broke in our unit for about 500 miles

and then changed the oil to make sure all

was well.

17

ProCharger’s pulleys come with a seal

to prevent tampering with this bolt, but

we like to throw caution to the wind and

play with boost levels. Here, we reinstall

the stock 4.38-inch pulley with a 5/8-inch

socket, after we took it off to help facilitate

installation of the blower assembly.

19

For the engine, we also upgraded the oil-

ing with a fresh crankcase of Royal Purple

HPS 5W-20 oil. Since we knew the car

was going to make more power than ever,

we decided to pour in the good stuff to

protect our investment.

18

With the induction pipe under the Kenny

Brown strut tower brace, we reinstalled

the factory engine cover. It’s an artful

piece, and we are glad that the ProCharger

kit does not require it to be cut up.

20

With all the hardware bolted up, we then

uploaded the provided tune from the SCT

handheld unit into BYOB.

21

INK




TECH

SourcesATI ProCharger913.338.2886procharger.com

GTR High Performance909.987.4386gtrhipo.com

Royal Purple888.382.6300 royalpurple.com

These Coyotes sure love to rev. Corrected for SAE, the stock power figures (blue) were

trumped significantly by the red line, which is the run made with 5.38 pounds of boost.

With the canned tune still in place, we simply swapped on the smaller 4.00-inch super-

charger pulley and were able to see 8.28 psig of boost with a resulting 593.68 hp at the

wheels (green). Looking at the data log after each run, we believe we could have easily gone

past 600 at the wheels if we chose to mess with the tune. But because we detected one

incident of timing retard at around 4,700 rpm, we decided to play it safe and let it be. It’s

not like 593 rwhp is anything to be ashamed of. Even better, heat soak is never an issue, so

we made the same power consistently.

The front bumper cover required quite a

bit of trimming to clear the huge inter-

cooler. While owners of 2013-2014 cars

won’t have to do a thing, owners of 2011-

2012 cars, like us, will have to remove

about 2 inches of material from the lower

valance and the pockets for the foglight

assemblies.

22

To find out what it was all worth, we

strapped the car down to GTR High

Performance’s DynoJet 224X and were

rewarded with solid numbers. With the

box-stock 4.38-inch pulley, BYOB went

from 379.53 rwhp to 556.00 with a mere

5.31 pounds of boost. Astounding, but

we weren’t done yet.

23

Erik Radzins from

ProCharger con-

firmed that even on

the 91-octane fuel

we were working

with, no activity was

detected from the

knock sensors. Con-

sidering the high

compression and

low boost level, this

was encouraging.

We decided to press

onward in our quest

for more power.

24

Stepping up to a

smaller driven pul-

ley, we were able to

raise boost levels

slightly. The reduc-

tion from a 4.38-

inch diameter down

to an even 4.00

doesn’t seem monu-

mental, but this was

a good time to find

out what the dyno

would say.

25


www.amsoil.com/auto

1-800-777-8491

Legendary Performance.

INK


1994 COBRA PACE CAR

BY JUSTIN FIVELLA • PHOTOS BY STEPHEN BROOKS

RULESBREAKING ALL THE

MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 46MMFP-150300-PACE.indd 12/10/14 12:25 PM PAGE 46


DARRELL MCBRYDE’S 1994 COBRA PACE CAR MIGHT BE RARE, BUT THAT HASN’T STOPPED HIM FROM ENJOYING IT TO THE FULLEST.RULESIn the name of preserving these rolling

rarities, owners are obligated to keep them

fawless, keep them stock, and avoid miles

like the plague. So what if a rebellious owner

ignored the rules, modifed his limited-

number car, and then drove the wheels of

it? Would enthusiasts storm his driveway

with pitchforks and torches? Would they

condemn said individual to a solitary

life sans car shows and gatherings

because he committed a cardinal sin?

Darrell McBryde, owner of this

modifed, high-mileage 1994 Ford

Mustang Cobra Indy Pace Car, is all

too familiar with ridicule from the pur-

ists and praise from the gearheads. He

says, “I’ve been called everything from

stupid to ignorant by the Pace Car pur-

ists, but everyone else loves it.”

Yes, folks, the Cobra before you is num-

ber 591 of just 1,000 Cobra Indy Pace Cars

produced for 1994, and it’s neither stock nor

low mileage. As we’re sure you already know,

all 1994 Cobra convertibles were called Pace

Cars and they came in any color combo so

long as you wanted a Rio Red exterior with

Saddle Brown leather interior. The all-new

SN95 platform was a big departure from the

seasoned Fox-body it replaced, but Ford fans

were pleased that the venerable 5.0 still lived

under the hood. The Cobra Pace Cars received

embroidered seats with the Indy Wings along

with special badges and a stack of commemo-

rative stickers thrown in the trunk so that

owners could decide if they wanted the full

Pace Car ensemble or not.

“The Ford Mustang was selected to be the

pace car for the 78th Indianapolis 500 on May

29, 1994, and although Roush converted the

THE UNSPOKEN RULE OF THE AUTOMOTIVE WORLD STATES THAT RARE

CARS SHOULDN’T BE DRIV-EN, AND CERTAINLY NOT BE MODIFIED.



1994 COBRA PACE CAR

actual pace cars to automatics, the 1,000 com-

memorative units were identical save for their

manual transmissions,” McBryde says.

It’s not often you see a Cobra Pace Car

outside an automotive museum. They’re rare,

but their exclusivity didn’t stop McBryde

from turning the blank canvas into his rolling

dream machine.

“It was stock with 60,000 miles when I

bought it from the original owner in 2000,”

he explained. “The minute I bought it, I knew

I was going to modify it because Mustangs

were meant to be driven and stock cars are

boring.”

And drive it he did. The odometer now

registers an impressive 147,000 miles of pure

pleasure. “I’ve done my best to keep it clean,

but any chance I get I drive it. My wife and I

have taken it on several 1,200-mile trips to

the Mid America Shelby Meet and other Mus-

tang gatherings in the Midwest,” he says.

There’s one for the purists: a rare car, the

open road, and plenty of splattered bugs. And

if you ask McBryde, it doesn’t get any better

than that. He says, “The Cobra is great on the open road, and the motor

and suspension mods make it even better than when it was stock and I

used to daily drive it.”

Yep, that wasn’t a typo, this rare Cobra was used as a daily driver

for nearly four years. How do you like them apples? Upset or not, if you

measure enjoyment in miles, McBryde would be one of the happiest

Mustang owners on the planet.

Speaking of happy, the lightly built motor puts a smile on McBryde’s

face every time he hits WOT. He says, “At one point I had a 331 with

forged internals, AFR 185 heads, an E-cam, the Vortech blower, and

plenty of supporting mods that made 421 hp and 429 lb-ft at the

wheels, but it became troublesome for the amount of miles I was driv-

ing, so I sold it and went to the current motor.”

The current setup consists of a Vortech V2 SQ-trim blower hufng

compressed air into the stock short-block that’s been refreshed with

forged pistons while still using the stock crank and rods. Up top, the

stock cam works with ported AFR 165 heads that are fed plenty of air by

an AFM Power Pipe, a 70mm Professional Products throttle-body, and

a Cobra intake manifold that’s had the lower ported by TMoss. Copious

amounts of air pairs with plenty of fuel thanks to 30-pound injectors

and a Vortech FMU that cooperate with a Pro-M PIH A9L computer con-

version and a matching Pro-M 77mm MAF. Other motor mods include a

Summit Digital 7 ignition box and FMS ceramic-coated shorty headers

that breathe into a catted Bassani midpipe and a MagnaFlow cat-back.


INK



1994 COBRA PACE CAR

Although not quite as powerful as the stroker,

the current setup is still throwing down 371

hp and 379 lb-ft at the wheels.

“I love how it drives, but I sure miss the

power of the 331. That thing was a blast and

ran in the 12s with ease.”

With so many miles behind the wheel,

McBryde had enough time to decide what

he wanted from the chassis. After careful

consideration, he opted for the perfect blend

of cornering prowess and ride quality. “I tried

several diferent suspension combos and

eventually settled on Eibach Pro Kit springs,

KYB adjustable shocks, J&M caster/camber

plates, 2003 Cobra A-arms, and polyurethane

sway bar bushings,” he explains.

But the urge for more performance is an

addictive dance, so in search of a little more

speed in the corners he turned to Maximum

Motorsports for a set of rear lower control

arms and full-length subframe connectors. He

says, “I’ve had it up to the Devil’s Backbone

with my local club, Northside Mustang Car

Club, and it handles really well on the twisty roads.”

Of course quality suspension is nothing without solid adhesion,

so 17x9 front and 17x10.5 rear chrome 2003 Cobra replica wheels are

wrapped in Nitto NT555 front and NT555R rear rubber. The classic rims

hide drilled and slotted brake rotors as well as stainless steel brake

lines.

SN95 convertibles look great with a drop and some nice wheels,

but this Cobra is one better thanks to a Cervini’s Cobra R hood, a Cobra

rear bumper, and a CDC light bar. “One of my favorite body mods is the

Cobra mural airbrushed under the hood,” McBryde says. “I think it’s a

nice touch.”

Life inside the cockpit is equally awesome thanks to custom two-

tone seat covers that adorn the Cobra logo in addition to the factory

Pace Car Indy Wings. An MGW short shifter is topped with a Hurst

T-handle shifter that features a working line lock for simplifed smoke

shows. A plethora of A-pillar and dash-mounted Auto Meter gauges also

displays the engine’s vitals.

When asked why he picked his 1994 Cobra over every other

Mustang, McBryde had a simple reply: “I’ve always loved the SN95

body style, I wanted a convertible, and I wanted the pushrod 5.0 motor

since they’re easy to work on, so I guess the decision was easy.”

McBryde was never a Mustang guy until he purchased his Cobra,

and in the ensuing years he has become more than a diehard Mustang


guy. He now bleeds blue. He says,

“I ended up getting a Cobra tattoo

on my arm to match the Pace Car.

Years after buying the ’94, I bought a

2007 Shelby GT500 for my wife and

recently bought a 2012 for myself.”

Wow, that’s quite the stable!

Before we draw the curtains on

this tale, let us make it clear that

we don’t dislike garage queens. We

understand their vital roll in the pres-

ervation of the sport. We do, however,

disagree with the purists who’ve

ridiculed McBryde for what he’s done

with his Cobra. Instead of chastis-

ing fellow gearheads because they

have a diferent outlook on the sport,

we should celebrate our diferences

because no matter how diferent we

are, we share the same apprecia-

tion for Ford’s fnest. And if you ask

me, that kind of common ground is

anything but common.

No matter how diferent we are, we share the same appreciation for Ford’s fnest.


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MAKEOVERMILLION-DOLLAR

MMFP-150300-COBRA.indd 12/10/14 12:32 PM PAGE 54MMFP-150300-COBRA.indd 12/10/14 12:32 PM PAGE 54

MAKEOVERTRANSFORMING A MANGY FOX

INTO A TROPHY MUSTANG WITH SOME AFFORDABLE FIXES.

BY STEVE TEMPLE • PHOTOS BY THE AUTHOR


T


1992 MUSTANG GT

RASH INTO TREA-SURE. CINDERELLA FROM A SCULLERY MAID. MAKING CHICKEN SALAD OUT OF CHICKEN.

You get the idea. How many times have you

seen basket cases turned into trophy cars? It’s

a familiar theme, but one that bears repeating,

particularly with Fox-body Mustangs because

they’re so plentiful and afordable (especially

when they are more beast than beauty).

Bargain basement pricing is what initially

drew Harry Costopoulos to a ’92 GT in Texas.

Unfortunately, due to some miscommunica-

tion, he thought he was getting a clean title

on a screaming deal, but instead it had been

salvaged.

Like a storyline out of Extreme Makeover,

Costopoulos discovered one problem after

another. Even though the car was solid in the

repairs, it turned out it had sufered a front-

end hit (imagine that). A replacement clip had

been put on in the ’90s, and it measured out

square in the suspension, so that was good,

but other things were not.

“The more I looked the more I didn’t want

to see,” Costopoulos admits with a wince. “It

had the wrong-year front fenders, the front

seats were mismatched, right-rear quarter

panel behind the door was wrinkled, and left rear quarter behind the tire

had been fxed. Whoever repaired it was masterful with body fller but

that’s it.”

Turning a sow’s ear into a silk purse was now becoming an even

more remote possibility. After the fller was removed, the quarter panel

didn’t come close to lining up with the door. And the left side was

pooched out too much.

Taking it all in stride, however, Costopoulos steeled himself and

announced, “Let the parts swap begin!” That’s when some real wheelin’

and dealin’ came into play, demonstrating a cost-efective way to groom

a mangy Fox. He also has a long background as a mechanic, fabricator,


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INK



1992 MUSTANG GT

and bodyman for several race teams, honing the skills needed for such

an extensive project.

“Let me say now that a lot of parts on the car are used, mostly

Craigslist fnds,” he points out, such as the shocks, coilovers, and BBK

X-pipe. “The Ford Racing rear dif I took of one car and paid $500 for

everything, no joke. The dif still had a readable paper parts tag on it.”

He did a lot of junkyard scrounging and fabrication, too. More about that

in a moment.

Getting back to the bodywork, the front

fenders, hood, right door, and hatch came from

a ’93. Late Model Restoration (LRS) supplied

the front bumper cover. Design Concepts Cobra

provided the rear bumper cover and front

Cobra grille insert. Cervini’s front Cobra fender

extensions were added more recently as well.

A section of the right quarter from the door to

the fenderwell was cut out and a good piece

welded in, and the left quarter metal was

shrunk some and straightened.

“I did all the bodywork and most of the

paint in my garage,” Costopoulos says with

a bit of pride—and also chagrin. “Doing the

bodywork took a few months. If I was going

this far into it, then it had to be straight. That

was how I spent my summer in 2008.”

Costopoulos sprayed Blue Metallic Pearl

on the body, and all the trim was shot in

SEM trim black. After that endless summer

of bodywork, he had his friend Eric Collins,

who owns Final Finish Auto Body in Sparks,

Nevada, fx a couple faws in the paint. At

the same time he asked Collins to put some

fames on it. The PPG Frost Blue Pearl ghost

fames is what he laid down.

Going the extra mile included a number

of alterations under the hood and in the

cockpit. For instance, the holes in the engine

compartment were flled and smoothed from

the shock towers forward. He also installed a

brace for the struts from Ford Racing

When it came to the suspension, Costo-

poulos threw on a set of Koni’s red, single-

MMFP-150300-COBRA.indd 12/11/14 9:09 AM PAGE 58MMFP-150300-COBRA.indd 12/11/14 9:09 AM PAGE 58

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1992 MUSTANG GT

adjustable struts and shocks, Maximum Motorsports (MM) coilovers

with Hypercoil springs (350 pounds front, 200 pounds rear). He left the

front and rear antiroll bars stock but beefed up the unibody with MM

full-length subframe connectors. He also went with a 1995 SN-95 fve-

lug conversion on the front, and MM caster/camber plates and lower

four-point K-member brace. The rearend uses Ford Racing upper control

arms and Hotchkis lower arms; the brakes are from Baer.

As for the Ford Racing strut tower brace, he cut the legs to the

frewall and rewelded them so they pick up the mounting points on the

fanges that MM uses on its brace. The reason for this reconfguration

is to locate the brace to a stronger part of frewall, where three pieces

of sheetmetal join together. He also welded on gussets where the tubes

meet the main tube for added strength. Altogether the chassis is now

much stifer to maintain the correct the suspension geometry under

hard cornering.

By this time the car was torn down and everything had come of

the car at least once. That included the 5.0L mill. Although the bottom

end is a stock ’94 lump, Costopoulos bolted on a set of ported GT40 iron

heads. Other internal upgrades included a Comp Cams XE270HR cam

(0.512/0.512-inch lift intake/exhaust), Comp

springs, Scorpion 1.6 roller rocker arms, and

Trick Flow pushrods. ARP head bolts hold the

whole shebang together, and a Ford Racing Har-

monic balancer ensures that it spins smoothly.

Topping this mill is an Edelbrock

Performer intake manifold fed by an Ford

Racing 67mm throttle body with a BBK 70mm

EGR spacer, metered by a Pro-M 24-pound

MAF in the stock airbox with a K&N flter. A

Walbro 255-lph fuel pump supplies the Ford

24-pound injectors, but the computer is stock

and the smog pump deleted (the car lives

in a remote area of northern Nevada, where

emissions testing is more lenient).

Speaking of exhaust, a set of stainless

shorty headers vents spent hydrocarbons into

a BBK catted X-pipe, Flowmaster 40s, and

tailpipes. The GT-style turndown tips were

heated with a torch and worked until the ends

were almost a straight shot out to match the

Cobra bumper cover.

Keeping things cool is a Summit Racing

Equipment two-core aluminum radiator with

a Taurus electric fan actuated by a Flex-a-lite

controller. PA Performance’s 130-amp alterna-

tor keeps juice fowing to the ACCEL distribu-

tor and the 9mm plug wires.

Once the performance parts were dialed

in, Costopoulos had the intake manifold, valve

covers, assorted brackets, and pulleys all pow-

dercoated. Most items under the hood are black

or silver, as he tried to keep with that theme,

and powdercoating is cheaper than chrome and

really looks slick. Which is a pretty good sum-

mation of his entire approach: keeping costs low

while creating a million-dollar makeover.

MMFP-150300-COBRA.indd 12/11/14 9:09 AM PAGE 60MMFP-150300-COBRA.indd 12/11/14 9:09 AM PAGE 60

INK


INK



BY AMIE WILLIAMS • PHOTOS BY HENRY DE LOS SANTOS

THE BIRD DOCPB

2013 SHELBY GT500

MARK DUBER’S RECORD-BREAKING 2013 SHELBY GT500 IS CHOCKFULL OF THRILLS AND FRILLS.

MMFP-150300-BLUE.indd 12/10/14 12:21 PM PAGE 64MMFP-150300-BLUE.indd 12/10/14 12:21 PM PAGE 64

THE BIRD DOCPB

MMFP-150300-BLUE.indd 12/11/14 9:32 AM PAGE 65MMFP-150300-BLUE.indd 12/11/14 9:32 AM PAGE 65

T


HEY DON’T CALL HIM BIRD DOC FOR NOTHING. AN OR-THOPEDIC SURGEON BY DAY, MARK DUBER SPENDS HIS DOWNTIME JUMPING OUT OF AIRPLANES AND ZIPPING THROUGH THE SKY IN HIS WINGSUIT.

He has accumulated 1,000 jumps under his

belt. And as if that weren’t thrill enough, he

races his gorgeous eight-second Grabber Blue

’13 Shelby GT500 at NMRA events all over.

Let’s just say that Duber, a native of Ken-

tucky, is the current six-speed Shelby record

holder and most likely owns the fastest stick-

shift GT500 in the world. Carroll Shelby would

be proud.

A familiar face on the dragstrip, Duber has

made an impression with his personal best

of 8.80 seconds at 164 mph, a run that was

recorded at the NMRA event held at Maryland

International Raceway. If you weren’t already

2013 SHELBY GT500


INK



2013 SHELBY GT500

impressed, let’s just say Duber plans to be even faster by the start of the

2015 racing season.

Now that the racing season has come to an end for 2014, Duber’s

Shelby is currently being disassembled for the winter build process. It’s

about to come out bigger and better for next year with the hopes of con-

quering Bradenton’s quarter-mile dragstrip in the high seven-second

range come March for NMRA’s Spring Break Shootout. That’s not all.

“My overall goal is to reach in the mid seven-second range come

next October in Bowling Green,” Duber tells us.

As it sits right now, under the hood is an aluminum 5.8L 351w built

by Bischof Engine Service (BES) out of Guilford, Indiana. Sponsored by

Kenne Bell, the car is topped with a 4.7L Kenne Bell twin-screw super-

charger and will soon feature the new Bigun intake and twin 106mm

throttle body. This modular motor is adorned with a race-prepped Cobra

Jet crankshaft, Ross pistons, Manley rods, and CNC ported cylinder

heads, with all machine work performed by BES.

Duber says, “We are freshening up the engine and putting in a Turbo

400 automatic transmission. It was fun, but now we are looking for

consistency. It’s time to get serious and compete at the highest level of

our class.”

This big, bad Shelby also features a Lund Racing tune by Jon Lund

performed at London Chassis in Kentucky, a SPEC clutch with a SPEC


INK



2013 SHELBY GT500

aluminum billet fywheel. For added airfow, Duber installed American

Racing headers and H-pipe. He also has support from Van Collier of

Revan Racing, a Dynotech driveshaft, JLT CAI, 4.10 gears, and ID 1000

injectors.

“We teamed up with Holley and we are switching out the stock com-

puter for the Dominator EFI ECU. We are also installing the new Holley

plug-and-play harnesses for the Dominator EFI,” Duber explains.

To save weight, the rear seat has been deleted. The interior includes

a Bivins 10-point rollcage, an Ultra-Carbon race seat, and a Simpson

5-point harness.

Not only does the car perform like a raging beast, but it has the

stunning good looks to back it up. It isn’t one

or the other for Duber. His Shelby features the

best of both worlds: show and go.

“We want keep the theme of my car, which

is to have a car that runs on the level of a race

car, but also is a pro street car with show car–

quality looks.”

Visually, Duber’s Shelby GT500 is an

absolute head turner with its Grabber Blue

and black paint scheme. The exterior features

a Trucarbon cowl hood with custom painted

badges and engine components. Weld Aluma-

Star 2.0 front and rear drag wheels wrapped

with Mickey Thompson 28x10.5x15 stif wall

slicks on the rear are ready to throw down.

All of the custom paint touches have been

custom painted by Jack Hart Body Shop in

Radclife, Kentucky.

Duber says he is still trying to save some

weight by putting the car on a strict diet. With

the start of a new racing season upon us, you

can guarantee that his Shelby will be out on

the track kicking butt and taking names.

Big thanks goes out to London Chassis

Dyno, Kenne Bell, Lund Racing, Revan Racing,

Trucarbon, TruFiber, Viking Performance,

SPEC Clutches, Jack Hart Body Shop, Bischof

Engine Service, and Bivins Racecars.


INK


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20 22



The Boost Cam JamAre there really differences between blower and turbo camshfts?

BY EVAN J. SMITH PHOTOS BY THE AUTHOR AND COURTESY OF THE MANUFACTURERS

INTERNAL com-

bustion

engines are a puzzle of mechanical wiz-

ardry designed to convert air and fuel into

useable energy. They function by ingest-

ing an air/fuel mixture into the cylinders—

the mixture is then compressed, ignited,

and burned. The expansion of heated

gases (from the burnt fuel and air) creates

immense pressure that forces the pistons

down the bore, which in turn drives the

connecting rods and the crankshaft. Burn-

ing more air/fuel mix equals more power,

hence the need for forced induction.

Since stock is never enough, we are

TECH

MMFP-150300-CAM.indd 12/10/14 12:56 PM PAGE 74MMFP-150300-CAM.indd 12/10/14 12:56 PM PAGE 74

Blower and turbocharger kits comes in

many shapes and styles. The main dif-

ference is that turbos are driven by hot

exhaust gases, whereas blowers are belt-

driven off the crankshaft.


always looking to increase horse-

power and torque. This requires cre-

ating a greater force on the pistons

to drive the crank harder. Increas-

ing output requires an increase

in displacement, improving the

induction system (and/or exhaust), or

artifcially providing more air to the

engine with boost or nitrous oxide.

Getting more air is often the hard

part, as it’s much easier to control

fueling.

In the old days engine efciency

was improved by swapping better-

fowing heads, installing larger cams,

better-fowing intakes, and often a

bigger carburetor. Today engines

are more complicated, but they still

respond to classic hot rodding tricks.

Where we once had carburetors and

mechanical distributors, we now

have electronic fuel injection, drive-

by-wire throttle-bodies, and comput-

ers that precisely control ignition

timing and fuel mapping, amongst

other things.

With EFI and modern power-

plants, performance enthusiasts

beneft from rock-solid drivability—

not to mention improved durability,

increased power output per liter, and

better economy. Gone are the days of

pumping the throttle to get an engine

to start—and then holding your foot

on the throttle to keep it running.

Got Boost?When it comes to late-model

Ford engines, forced induction is the

single most popular way to pick up

substantial power. Supercharging

and turbocharging trumps nitrous

and H/C/I combos that once ruled

the roost. A few intakes are avail-

able for the Two-Valve, Three-Valve,

and Four-Valve engines, but doing a

(ported heads), cams, and intake is

expensive and you’ll realize 50-125

hp on most street engines. Consider-

ing the labor, you can easily install a

blower or turbo and pick up 125-200

hp with ease.

The aftermarket ofers dozens of

blower kits and a handful of turbo

kits for all EFI Mustangs, many of

which kits ofer OE quality and ft-

ment. And while most make great

out-of-the-box power, enthusiasts

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INK


THE BOOST CAM JAM


In a turbo engine, hot exhaust gases

encounter the impeller in the turbo, which

creates a restriction. Of course, this

restriction is necessary, as the gases drive

the turbo. Still, it’s important to keep the

boost pressure higher than the exhaust

pressure.

2

TECH

crave more. Complementing your

boost maker with a performance

exhaust, free-fowing intake, and an

aftermarket camshaft (or camshafts

in the modular or Coyote engines)

can net you another 50-100 hp or

more. In fact, it’s not uncommon to

see 600-1,000 streetable horsepower

with basic parts.

Simply stated, blowers and turbos

force-feed compressed air to the

manifold. When the intake valve

opens, the fuel air mix is “forced” into

the cylinders. But even with boost,

stock cams can only take you so far.

We like to say the camshaft is

the brain of the engine because

cams control the intake and exhaust

valves, which lets the air in and out of

the cylinders. With that, the cam has

a huge efect on cylinder flling. In lay

terms, opening the valves more than

stock or holding them open longer

than stock should increase power,

but it’s not as easy as throwing in

a monster camshaft. To reach peak

efciency, the cam must be matched

to the cylinder heads, turbo/blower,

induction system, exhaust system,

gearing, and vehicle weight. It’s

also important to determine where

you want your engine to make peak

power. A heavy street car or truck

will be most fun with low-rpm power,

whereas a light Mustang with a stick

may run best with a higher power-

band.

Altering the design of the cam

can help defne where you’ll get your

power. Common terms are valve lift

(how far the valves are lifted of the

seat of the heads) and duration (how

long the valves stay of the seat). Lift

is measured in inches or millimeters,

duration in degrees of crankshaft

rotation. But there’s a lot more to it.

LSA (lobe separation angle)

dictates the amount of overlap,

although this is adjustable on 3V

and some 4V engines with Ford’s Ti-

VCT system. With most cams there

is a short time when the exhaust

valve and the intake valve are open

simultaneously—this is called

overlap. The right amount of overlap

can help the engine breathe better.

Overlap can improve scavenging

of the exhaust and enhance the

draw on the intake side to pull in

additional mixture. It’s in the area of

overlap that you’ll fnd the biggest

diferences between blowers and

turbo cams—well, sort of.

Because turbo engine rely on

exhaust gas velocity to drive the

turbo, many turbo cams will be

shorter on exhaust duration. This

tends to enhance the fow of exhaust

gases, which are used to drive the

exhaust impeller. Getting the exhaust

duration right for your combination

results in quicker spool-up and better

overall efciency.

While turbochargers create an

exhaust restriction, they also use

the energy that would otherwise be

wasted. With that, you’ll fnd that

many factory turbos are purposely

small. The manufacturers do this

to eliminate or reduce turbo lag.

This also provides excellent tip-in

response, which is great for driving

around town or for making a small-

displacement engine seem bigger.

And while stock or mild cams

can be used universally with bolt-on

power-adders, there’s always greater

power to be had with a specialized

cam, designed to optimize your

combination.

Intake runner length also plays a part in

cylinder filling. Even with boost, a long

runner will enhance low- and midrange

power, and a short-runner intake will be

more efficient at higher rpm. It’s important

to match all the parts in your combination

for it to reach maximum efficiency and

extract maximum power.

3

Since blowers are crank driven, most

conventional headers and exhaust will fit.

However, it’s important to size your system

properly.

4

In contrast, turbo headers are generally

short and often forward-facing to connect

to the turbo’s hot side. Additionally, turbo

systems often have much more piping and

take up more space than superchargers.

5

There are infinite possibilities for cam-

shaft timing. The best cam for your engine

will be the one that allows the most

efficient cylinder filling and power in the

range that best suits your driving style.

1


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Mag_1503FF.indd 1 11/12/14 10:41 AM


THE BOOST CAM JAM


TECH

Pressure CookerFor efcient cylinder flling, boost

pressure on the inlet side must be

greater than the exhaust backpres-

sure. Exhaust pressure rises when

exhaust gases encounter the turbine

wheel (impeller) and as rpm climbs

at WOT. This pressure diferential is

dynamic and changes as the engine

sweeps through the rpm band. A

supercharged engine simply wants

maximum scavenging to clear the

path for incoming charge, which

means longer duration on the cam.

Years ago, older turbo designs

created more back pressure and

thusly builders selected cams that

closed the exhaust valve sooner, as

this limited back pressure. This was

achieved with a wide LSA. With mod-

ern housing and impeller designs,

backpressure is reduced without a

drop in performance, so lobe separa-

tion can be snugged up. And as you

move to a serious street or race turbo

setup, you can get away with more

cam, because the intake pressure will

generally be higher.

Remember, the air/fuel mix-

ture enters and exits the engine’s

cylinders due to a pressure difer-

ential between the intake manifold

and cylinders. The piston pulling

down on the intake stroke causes a

drop in pressure in the cylinder, and

since pressure is higher in the intake

manifold, air and fuel rushes in once

the intake valve opens. Therefore,

if you can create a bigger pressure

diferential, the result should be more

efcient cylinder flling. Adding boost

does just that—it creates higher pres-

sure in the intake and generally more

efcient flling when the intake valve

opens. The diference in blower and

turbo cams is mainly on the exhaust

side.

In addition to afecting power,

drivability, and emissions, the cam-

shaft has an efect on the valvetrain.

And your valvetrain is an important

thing to consider when selecting

a cam. Stock cams are designed

with many factors in mind, such as

drivability, desired horsepower and

torque, reliability, emissions, and

economy. Because engineers have to

work within this window, some per-

formance is often left on the table. Of

course, stock cams are also designed

to work with the stock intake, com-

pression ratio, and exhaust system.

To maximize airfow with an

aftermarket cam, you must recog-

nize that your engine may require

improved induction, better fowing

heads, stifer valve springs, larger

exhaust headers, and more robust

pushrods. With all this, you may

wonder, “Is the tradeof of a wild cam

worth the extra power?”

We say yes if you are Class racing

and need to maximize your combi-

nation within a given set of rules. In

street engines/strip, a milder cam

is often a better choice. Mild cams

generally give you better drivability,

require less maintenance, and have

better valvetrain durability. Plus,

in many cases the bolt-on turbo or

blower you purchased can provide

enough power to surpass the durabil-

ity of the stock bottom end.

Nevertheless, altering valve tim-

ing has long been a way to increase

performance, and that trend contin-

ues today. Companies such as Comp

Cams, Crane Cams, and Lunati have

tackled the difculties in designing

7

Cams on modular engines are installed

under the cam covers. Two-Valve and

Three-Valve cams have one cam per side;

Four-Valve engines have two cams per

side. Purchasing multiple cams for modu-

lar and Coyote engines can get expensive,

so do your homework in order to get it

right the first time.

Cam swaps are often labor-intensive, but

you can find big power gains with the right

stick. In most cases, you’ll need to con-

sider the specs to determine whether the

cam will be better than what you already

have and whether, if you go with the new

cam, it will fit without causing a piston-to-

valve clearance issue.

6

Here are the common components in a

turbo kit. Most modern turbo and some

blower kits can produce more power than

a stock bottom-end can handle. So unless

you plan to install stronger rods, pistons,

and (at times) a crankshaft, the stock

cam(s) will suffice.

8

When it comes to Ford cams, some require

new valve springs and some do not. As

a rule, more aggressive cams are often

harder on the valvetrain. They actuate the

valves quicker (more aggressively) and

tend to run at higher rpm.

9



THE BOOST CAM JAM


IMPORTANT FACTORS TO CONSIDER

• Inducer diameter

• Exducer diameter

• Turbo size

• Boost level

• Intercooled or not

• Blower type

• Intake manifold design

(long, medium, short)

• Compressor and turbine

housing A/R

• Horsepower level

• Vehicle weight

• Transmission type

• Gearing

• Street or race

TECH

and manufacturing camshafts (and

valvetrain systems) for the vast array

of engines and engine combinations.

Changing any part of the engine

confguration will often dictate that

a new cam be installed to maximize

cylinder flling. And while many

cams will work well with a variety

of combinations if you’re looking to

maximize output it’s important to

select a cam with your engine specs

in mind.

Another thing to consider is

intake runner design because this

determines “where” in the rpm band

the engine will be most efcient

(and least efcient). In other words,

as you change diferent aspects of

the engine, the camshaft must also

change to maintain maximum ef-

ciency. Longer runners are generally

more efcient at flling cylinders at

low rpm; shorter runners work best at

high rpm.

So, if you’re going to leave your

stock intake, you may want to

leave the cam stock too. If you have

improved induction, you’ll need a

bigger cam to keep up. For instance,

a 5.4L Two-Valve Lightning engine

with a big PD (positive displacement)

blower will be very efcient in low- to

midrange operation, but those 5.4s

don’t need to rev much past 6,000

rpm. With that, you can get away with

a smaller cam and stock-type valve

springs. In contrast, a drag race Cobra

Jet 5.0L may see 8,500 rpm, a feat

not often done with stock cams and

valve springs.

Our recommendation is that if you

are looking for a modest increase in

power, most forced induction kits will

do the trick in out-of-the-box form

and with a stock or mild cam. How-

ever, at some point your engine will

want more air, and aftermarket cams

will be needed.

Yes, a cam swap is in order, but

picking the best cam is tricky. Like

any mechanical component, there are

limitations, and these lie in your val-

vetrain’s ability to control the valves

at high rpm and to maintain proper

clearance between the valves and

the pistons. A meeting of the latter is

often catastrophic.

The good news is that all cam

manufacturers have technical depart-

ments that can help you with cam

selection. And despite what you may

have heard, many mild blower and

turbo engines seem to like roughly

112-114 degrees of LSA, but turbo

cams generally require less duration.

In the Mustang world there are

dozens of bolt-on supercharger kits,

so the cam companies have an easier

time designing dedicated blower

cams. There are far fewer turbo kits

and, as you can imagine, far fewer

dedicated turbo cams. Piston-to-

valve clearance will often limit your

cam selection, but that’s OK because

most enthusiasts will be looking for

medium power upgrades.

If you’re going all out, or if you

want more education, consult any of

the cam manufacturers. They’ll get

you dialed in.

Ford has used positive-displacement

(Roots-style) blowers on everything from

the 1999 Lightning up to the series of

Cobra Jet Mustangs that Ford built since

2008. With Ford’s big push towards the

EcoBoost turbocharged engines, we expect

the next CJ to be packing a set of twins.

10

PD, Roots, and Twin Screw (shown) blow-

ers are crank driven, so each rotation of

the engine moves the impellers to com-

press the incoming air and create boost.

11

Turbos rely on hot exhaust gases, so cam-

shaft selection is critical. That’s because

you’re looking to balance the exhaust

backpressure with boost, and much of this

is controlled by camshaft/valve timing.

12

Most turbo and blower engines utilize

intercooling. This shouldn’t affect cam

selection unless you’re not using an

intercooler.

13


INK



SVO ECOBOOST

ECOMMFP-150300-ECO.indd 12/10/14 12:31 PM PAGE 82MMFP-150300-ECO.indd 12/10/14 12:31 PM PAGE 82

WWW.MUSCLEMUSTANGFASTFORDS.COM MARCH 2015 PB

WHEN WE THINK ABOUT BOOST, ALL WE CARE ABOUT IS HOW MUCH OUR MUSTANG IS CA-PABLE OF MAKING.

We analyze blower pulley sizes, study waste gate options, in-

vestigate “safe” impeller speeds, and ensure a spot-on tune for

maximum horsepower. Notice you didn’t see anything regarding

mileage. That’s because we don’t care about mileage. The only time

we think about mileage is when someone asks us, and even then

we don’t care. We don’t buy a Mustang for fuel economy.

But what if you could have both boost and fuel economy? Ford’s

new line of EcoBoost engines have us thinking we can have our

boost and pass a gas station or two.

Will and Kelly McLearran put a spin on Ford’s EcoBoost four-

cylinder by dropping it into the original EcoBoost Mustang, a

ECO SVO WILL AND KELLY MCLEARRAN

LOOKED BACK TO THE FUTURE FOR THEIR SVO’S POWERPLANT.

TEXT BY MICHAEL JOHNSON • PHOTOS BY GEORGE NUNEZ & KJ JONES

MMFP-150300-ECO.indd 12/10/14 12:31 PM PAGE 83MMFP-150300-ECO.indd 12/10/14 12:31 PM PAGE 83


SVO ECOBOOST

1986 SVO. For those just tuning in, the SVO

was manufactured from 1984 to 1986 and

featured a 2.3L four-cylinder engine with a

single turbocharger, a T5 fve-speed, fve-lug

four-wheel disc brakes, and, depending on

the model year, either 3.55 or 3.73 gears. The

1984 model boasted 175 hp at the fywheel,

while the last-hurrah 1986 had 205 hp. The

SVO was Ford’s European sports car fghter,

but unfortunately the higher-than-a-GT price

and, frankly, the four-cylinder engine didn’t

really catch on with Mustang enthusiasts.

Will purchased a 1984 SVO while in col-

lege, but it was totaled in an accident not

long after. Next up was a 1986 GT, which he

initially modifed with nitrous, then a single

Precision turbo, to arrive at high 10s at 132 mph. However, Will had a

soft spot in his heart for that SVO.

The McLearrans had more pressing problems, though. Kelly was

diagnosed with breast cancer, but she used her diagnosis as a way of

bringing awareness to the disease. She decided drag racing was a great

platform to get the message out and formed Quarter Mile for a Cure.

Kelly raced a 1963 Falcon Futura with a turbocharged inline-six to the

tune of 10.60s at 128 mph. With changed priorities, Will’s 1986 GT was

put back on the street, but not before being outftted with a turbo-

charged four-cylinder.

Still, Will’s desire for another SVO never waned. His quest came to an

end when fellow Southern Arizona Mustang Club member Ned Stage-

berg had an SVO he bought as a donor car, from which he robbed the

engine for a 1982 GT. Ned had no use for the SVO, so he donated the car

to Will and Kelly if they would pull the engine for him. They had a spare

2.3L engine to drop in the SVO, but that would’ve been too easy.

Enjoying the EcoBoost’s operation in the F-150, Will and Kelly became intrigued by the idea of dropping a 2.0L EcoBoost engine into the SVO.


INK



Blame it on the McLearrans’ 2011 F-150 with

a 3.5L EcoBoost engine. Enjoying the EcoBoost’s

operation in the F-150, Will and Kelly became

intrigued by the idea of dropping a 2.0L Eco-

Boost engine into the SVO. Since Ford has made

no mention of building a current-generation

SVO with the EcoBoost engine, and since, as

Will put it, he didn’t want to “see myself coming

down the road,” the swap made perfect sense.

Kelly needed a new daily driver, anyway. “What

better platform than a 1986 SVO is there to

mate with a modern four-cylinder turbo,” Will

reasoned. He and Kelly bought a Focus ST

EcoBoost 2.0L crate engine and set about con-

verting it from front-wheel drive to rear-wheel.

For the exterior, it made more sense that

Will and Kelly painted the SVO in Gotta Have

It Green. The car’s exterior is stock except for

custom rear moldings derived from ’83-’84

quarter-panel moldings. If you’re able to peel

yourself of the paint, your eyes will no doubt be directed toward the

Touren TR60 wheels wearing the General 245/45/17s Will and Kelly

chose for their SVO. However, on the inside, he wanted to leave is as-

delivered for the most part. The SVO’s interior is mostly refurbished fac-

tory components. Will and Kelly switch gears thanks to a Hurst shifter.

Anyone who has tried an engine swap that has never been

attempted before knows that hurdles abound. In Will and Kelly’s case,

these hurdles included a method of driving the EcoBoost engine’s direct

injection, mating the engine to the SVO’s body, bringing together the

engine with a T-5 transmission via a Centerforce 9 1/2-inch clutch for

a ’79-’80 Mustang V-6, and then fguring out the fuel system. All that

doesn’t even include making it all work together. For that part, Will used

a Ford Racing Controls Pack that came with a PCM, all the required

swap wiring, and the accelerator pedal. The engine was test-ftted to the

car over 12 times to make adjustments, corrections, and modifcations

before leaving it in for the last time.

As with any engine swap, once the engine was permanently in its

new home, it was time for fun. With the economy blended in with some

boost, we trust this EcoBoost SVO provides many smiles per mile—and

those are more important than mpg’s any day.

SVO ECOBOOST


INK



Synchronized SuccessTaking a look at Tremec transmissions for Mustang and the aftermarket.

BY STEVE BAUR PHOTOS COURTESY OF TREMEC

OH, poor T-5 transmission,

how you’ve been power-

shifted relentlessly for years. Your

clutch forks fexing, your synchro-

nizers shedding their brass teeth,

your gears chipping. Sometimes you

disagreed and denied us Third gear

(it was always your fault), and some-

times you just threw in the towel and

said, “Sorry, I’ve no gears left to give.”

Most of the time, though, you carried

on, engaging each forward gear as

we tried to impress our friends with

our no-lift shifting prowess. You

propelled many a 5.0L pilot to glory

on the street and track, and for that,

we thank you.

Thirty-one years after its debut,

the T-5 is still a popular option

among Fox Mustang enthusiasts as

well as a host of other late-model and

classic car owners. The T-5, and the

siblings that followed, are arguably

responsible for generating a myriad

of peripheral parts manufactur-

ing and sales—things like shifters

and knobs, clutch quadrants and

cables, crossmembers, steel bearing

retainers, transmission mounts, and

perhaps even clutches. Don’t forget

the countless tubes of Permatex

needed to seal those shifters to the

bases, and the quarts of synthetic

ATF. Looking back, Tremec Transmis-

sions, which celebrated 50 years of

business in 2014, has been a huge

part of our Mustang hobby.

With that in mind, we decided to

take a look at Tremec’s late-model

Mustang oferings as well as the

company’s high-performance after-

market upgrades. Special thanks go

to Tremec’s Jim Averil, Kevin Ryan,

and Nate Tovey for all of their help

with putting this article together.

TECH

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SYNCRONIZED SUCCESS


TECH

TREMEC: A BRIEF HISTORYThe history for this worldwide transmission manufacturer goes back to

1964, when Ford was looking for a company in Mexico to manufacture

transmissions. The Big Three up until that point had been producing cars

there, but nearly all of the components were made in the USA. A govern-

ment mandate in 1964 required 60 percent of the vehicle to be made

in Mexico, including the engine and transmission. Ford worked with

American-based Clark Transmissions to form a manufacturing company

in Mexico for the transmissions with Civil Engineer Associates and

Electric Industries. Thus, Transmissions and Mechanical Equipment, or

Tremec, was founded.

Tremec went to work manufacturing transmissions for Ford, GM,

Chrysler, and American Motors. By 1970, the company was producing

500,000 units and exporting 85 percent of it. Tremec licensed several

transmission models from BorgWarner, Clark, and New Process, and did

some strategic merging with ZF, Cummins, and Rockwell. The company

later acquired the BorgWarner transmission business and the rights to

build the T-5 and T-56 transmissions.

Since then, Tremec has had its ups and downs and gone through

various mergers and acquisitions that have led to it becoming a global

manufacturer for all sorts of vehicles all over the world—everything from

tractor-trailers to McLaren supercars and more. The company’s prod-

uct catalog goes well beyond the American domestic oferings we have

become familiar with. Thankfully, Tremec continues to support us both at

the OE and aftermarket levels.

T-5The box that allowed Mustang

owners to powershift their way to

superiority over Grand Nationals,

Iroc Camaros, and Pontiac Trans

Ams is based of of a traditional Top

Loader four-speed design. The Top

Loader has seen many iterations,

but most people associate it with

the later Ford-designed version. The

T-5 picked up where that trans left

of, going to an single-rail internal

linkage shifter, a design practice

that BorgWarner employed in most

all of its transmissions. Internal-rail

arrangements ofer less defection

for improved shift quality, and do not

invite road debris to contaminate the

linkage of the transmission.

Productionwise the T-5 began life

as a four-speed in the Chevy Che-

vette, though we were told that some

production issues allowed a fve-

speed version to end up in the cars

without anyone knowing any difer-

ently. The original design, though,

morphed into more than 40 versions

for numerous applications.

The internal design kept changing

as well, as initial oferings featured

machined-brass synchronizer fric-

tion materials and used motor oil

for lubrication. As the OEMs asked

for better shift quality, Tremec put

organic linings into the cone clutches

of the synchronizers. Double-cone

designs were then employed, which

brought more capacity to the gearbox

as well as the need for lighter lubri-

cants, such as ATF, which also ofered

greater efciency. The aftermarket

has also contributed to the develop-

ment of the T-5, with companies

ofering aftermarket heavy-duty

gearsets, rebuild kits, and more.

TECH SPECS77mm center distance

Synchronized forward gears and “sliding

idler” nonsynchronized reverse

Dry Weight (lb): 75

Length (in): 31

Input Shaft Splines: 10

TR-3550/TKOAfter the T-5 fve-speed came a


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SYNCRONIZED SUCCESS

TECH

number of other Tremec gearboxes.

Some were revered, some not so

much. They all did what they were

intended to do for Ford, and once

Tremec saw enthusiasts needed

something a bit more stout, the com-

pany went to work to provide us with

the TR-3550 fve-speed.

Designed to be an aftermarket

ofering from the outset, the TR-3550

became the gearbox of choice for

Mustang racers across the country. If you

had heads, cam, and a Vortech or Paxton

supercharger, your next upgrade was a

3550 Tremec, as you likely tore up a few

(or several) T-5 transmissions up to that

point. Proving its mettle as a race-worthy

transmission, the TR-3550 did see one

OEM application: the 1995 Mustang Cobra

R.

The TR-3550 became a mainstay for

the company and, as such, was refned

and evolved for a myriad of applica-

tions. Eventual upgrades led to the

renaming of the gearbox; TKO is for

the technical knockout of the trans-

missions it was to replace. With two

models ofering 500 lb-ft and 600

lb-ft torque ratings, the TKO series

of transmissions ofers numerous

gearset options. The TKO 500 is

also a bit of a throwback in that it is

still ofered with the Ford 10-spline

input shaft. Improving its application

range, the TKO ofers multiple shifter

locations, mounting confgurations,

gearing options, and electric and

mechanical speedometer pickups.


Synchronized forward gears and “sliding

idler” nonsynchronized reverse

Dry Weight (lb): 99

Length (in): 31

Input Shaft Splines: 10/26 for the 500; 26

for the 600

T-45Brought to market for the 1996

Mustang model year and run to the

middle of the 2001 model year, the

T-45 was designed to pick up where

the T-5 left of. It was an end-loaded

design. All gears were now fully syn-

chronized, and the larger synchro-

nizer design and friction materials

from the T-56 were employed.

Whereas the torque capacity of

the T-5 was a mere 310 lb-ft, the T-45

was able to handle 350. Despite that,

the T-45s seemed to get swapped

out frequently for the TKO and T-56

gearboxes. This was likely a result of

the increased ease with which one

could make monstrous horsepower in

late-model Mustangs and Cobras.


Fully synchronized forward and reverse

gears

Dry Weight (lb): 99

Length (in): 31


INK



T-56Arguably as legendary as the T-5,

Tremec’s T-56 remains a popular

option for many enthusiasts in a vari-

ety of applications. The T-56 was frst

released in 1992 behind the V-10 of

the Dodge Viper. With a double over-

drive, vehicles could drop highway

cruise rpm and the 1-4 gear ratios

could be closer for improved perfor-

mance. Large synchronizers were

employed to deliver “silky smooth”

operation that OEM customers were

demanding.

The initial torque rating for the

T-56 was a mere 350 lb-ft, but it grew

to 450 and even 500 for aftermarket

applications. It’s no secret that GM’s

F-body twins and Corvette were mak-

ing much more in the way of torque

than the Modular-powered Mustang

of the time. As such, they employed

the T-56 starting in 1993 for the

F-bodies and 1997 for the Corvette.

The Aston Martin DB7 got it in 1998,

and its Vanquish brother received a

fully automated and paddle-shifted

version in 2001. Dodge also used it in

its SRT10 Ram trucks.

With its lack of torque and ability

to get away with a lighter-rated and

(lighter-weighted) transmission, the

Base and GT Mustang stayed with

the T-45. The frst appearance for

the T-56 in a Mustang was in 2000,

and only in the limited-production

Cobra R. It would appear again

2003-2004 in the supercharged

Cobra. More commonly referred to

as the Terminator, the supercharged

Cobra’s blown mill produced 390 lb-ft

of torque, requiring something a bit

beefer than the standard fve-speed.



gears

Double overdrive

Dry Weight (lb): 125

Length (in): 33

Input Shaft Splines: 10 for Mustang; 26

for other applications and aftermarket

oferings

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MMFP-150300-SHIFT.indd 12/16/14 3:14 PM PAGE 93MMFP-150300-SHIFT.indd 12/16/14 3:14 PM PAGE 93

SYNCRONIZED SUCCESS

TECH

the Mustang GT as well as the 2001

and 2008 Bullitt edition Mustangs

and 2003-2004 Mustang Mach 1s.

It features an integrated bellhous-

ing, and the TR-3650s destined for

the S197 Mustang used a diferent

tailhousing designed for a remote-

mounted shifter.



gears


Length (in): 31


TR-6060Building on the strengths of the

T-56 as well as the many updates it

had received over the years, Tremec

performed a complete rethink for the

TR-6060 six-speed manual trans-

mission. The TR-6060 is an all-new

design that shares no internal parts

with the T-56. The T-56 had evolved

into a stronger, more capable gear-

box, but those attributes came at the

cost of smooth shifting and drivabil-

ity, at least from an OEM standpoint.

As OEM and consumer demands

changed, requiring strength and

smoothness, the TR-6060 delivered.

Pretty much no components were

left untouched during the rethink.

Synchronizers, shift linkage, casting

designs, and more were all updated.

The heavier internals and changes to

the gear case increased the weight of

the box over the T-56, but it was well

worth the trade-of. The TR-6060 is

such a smooth shifter that you could

downshift from Sixth to First (not that

you would want to) and the internals

would move quickly and freely.

Debuting in the 2007 Shelby

GT500, the TR-6060 has gone on

to be the transmission of choice for

other manufacturers both here and in

Australia.

TR-3650Continuing the evolution of the

T-5/T-45, Tremec began supply-

ing the end-loader TR-3650 for

the Mustang GT in 2001. It was

employed through the 2010 model

year. It has proven to be a pretty

stout transmission, even in the

heavier S197 chassis.

With a 360 lb-ft of torque rating,

the TR-3650 has seen duty behind

INK



SourceTremec Transmissions800.401.9866tremec.com



gears


Length (in): 33.8


T-56 MagnumTo provide enthusiasts from all

corners of the automotive mar-

ket, Tremec developed the T-56

Magnum. Based on the TR-6060,

the T-56 Magnum, or Magnum as

it is now called, is fast becoming

legendary in its own right. It is a

rock-solid transmission capable of

withstanding 700 lb-ft of torque.

And who are we kidding? Much like

enthusiasts did with the T-5, there

are plenty who have gone well past

the factory performance rating just

because fast is never enough. We’ve

seen 1,000-plus-horsepower S197s

going down the quarter-mile with

the Magnum delivering the goods

on each gear change.

The T-56 Magnum has the same

benefts as the TKO when it comes to

bolting it up into a variety of applica-

tions. Shifter position is adjustable,

electrical and mechanical speedom-

eter options are there, and the lack of

an integrated bellhousing means you

can go to an aftermarket company

like Quicktime Performance and get a

bell that can mount the transmission

to all sorts of powerplants.

Joining the Magnum is the

Magnum XL, which was designed to

ft into specifc OE applications, in

particular, the 2005 and newer S197

Mustang. The Magnum XL pack-

age also includes an SFI-approved,

steel bellhousing with an enclosure

plate; a swap-specifc transmission

crossmember; and an OE-quality

transmission mount to make it a bolt-

in upgrade. Utilizing a longer tailshaft

housing, the Magnum XL does away

with the stock-style, semiremote

shifter and linkage.



gears


Length (in): 33.6 Magnum; 38.3 Magnum XL


INK



NMRA WORLD FINALS

THE BIG FINALE!THE NMRA WORLD FINALS WAS FILLED WITH WILD WHEELS-UP EXCITEMENT, AND NEW CHAMPIONS WERE CROWNED.

BY HENRY DE LOS SANTOS • PHOTOS BY THE AUTHOR

MMFP-150300-NMRA.indd 12/11/14 8:33 AM PAGE 96MMFP-150300-NMRA.indd 12/11/14 8:33 AM PAGE 96


In ATF Street

Outlaw, John Urist

qualified Third with

a stellar 6.954 at

200.65 mph run and

never looked back

for the remainder of

the weekend. In the

finals, Urist took an

easy win over Andy

Manson, who was

unable to make the

final round, giving

Urist the win and

2014 championship.


1

1) Bart Tobener (far lane) qualified at

the top of the field in the Edelbrock

Renegade class with a 8.101 at

168.37 mph. He then carried the

momentum through an incredibly

tight field and ended up taking the

win with a 8.022 at 170.28 mph

run and also took home the 2014

championship.

2) In ACT Pure Street action, Teddy

Weaver already had the season cham-

pionship in the bag but went on to

take the event trophy with 9.65 at

138 mph over Jimmy Wilson’s 9.73

at 138 mph run.

3) Tremec True Street was off the

hook and making history with 141

cars! Cal Haward was the star of

the show, with Randy Seward taking

runner-up with an 8.581 average. No-

table mentions also go to Rob Batha

for taking the 9-second category,

David Bleigh for the 10-second cat-

egory, Kevin Lesse for the 11-second

category, and BJ Adams for the

12-second category.

2

3


NMRA WORLD FINALS

THE 16TH ANNUAL NITTO TIRE NMRA ALL-FORD WORLD FINALS IN BEECH BEND RACEWAY IN

BOWLING GREEN, KENTUCKY, HAS COME AND GONE, AND WHAT A WILD RIDE IT WAS!

The monster crowds, the nail-biting,

round-by-round action for several

championship chases, and the quick

e.t.’s with big mph on the big end. If

you weren’t there, you seriously missed

out.

Each year, the NMRA World Finals

brings out the best of the best, and

this year was no diferent, and there’s

a reason for that. Over the years,

NMRA has fne-tuned its classes in

order to achieve close heads-up rac-

ing action, and that’s what everyone

wants—keep the rules balanced and

the cars equal, and let them run out

the back door with all they’ve got.

Take for example the increasingly

popular Strange Engineering Coyote

Stock. With cars running within a

tenth of one another and pulling big

wheelies out of the gate, it’s no won-

der it draws a big fan base. Add the

PH

OTO

CO

UR

TESY O

F T

HE N

MR

A

MMFP-150300-NMRA.indd 12/16/14 3:00 PM PAGE 98MMFP-150300-NMRA.indd 12/16/14 3:00 PM PAGE 98

INK


4

5

6


WORLD FINALS

insanely quick 6-second 200-mph

Street Outlaw cars that are true door

cars running on their choice of 275

drag radial or a 28x10.5 tire, and it’s

a good time for both competitors and

fans alike.

As much as we would like to get

into each respective class, that’s a

story for another day. Let’s just say

that the Nitto Tire NMRA All-World

Finals is the place you’ll want to be

in 2015.

“I really like the versatility of the Dominator. From chang-

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system I have ever used. From the very first race I ran

with the Dominator, I felt very comfortable with the soft-

ware and it has enabled me to concentrate on all other

aspects of my racing program.”

BART TOBENER

2014 NMRA EDELBROCK

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• Supports coil-on-plug applications

• User programmable inputs/outputs

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INK

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4) Say hello to the

king, Cal Hayward, the

first man to produce

a 7-second average

in the Tremec True

Street class with his

twin-turbo-packing

’91 Mustang. Riding

on 315 drag radials,

Hayward completed

the initial 30-mile

cruise with ease

and churned out an

incredible 7.63 and

backed it up with a

7.89 and 7.87 pass to

seal the deal.

5) Last years Street

Outlaw champion Phil

Hines made big noise

with a mind-blowing

6.87 at 202 mph

run in qualifying, but

he would eventually

succumb to engine

troubles when he

lifted a cylinder head.

Their crew made a

valiant effort to fix it,

but unfortunately they

weren’t able to run it

all out after that.

6) Up until this point

we hadn’t seen a new

S550 Mustang in

action, so this was a

nice treat. The folks

at SCT Performance

brought out their latest

acquisition, running

12.87 at 107 mph for

the crowd.


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7) In the VMP GT500 vs. Terminator

class, Frank Yee made the haul from

Las Vegas, Nevada, and took the

class with a 8.25 at 171.53 pass.

Expect to see a full feature in the

April issue.

8) Frank Varela out of Albuquerque

had a big weekend in the Diablo-

Sport Coyote Modified class. He

started at the top of the ladder,

qualifying Third, running 8.547 at

164.39. At the end of the weekend

Varela took home the win along with

the championship.

9) The Henchman Racing Turbo

Coyote Shootout made a lot of noise.

Out of a 12-car field, Justin Burcham

from Millersville, Maryland, qualified

Third with 8.337 at 139.33 mph. For

those paying attention, the low mph

was an indicator of things to come,

as Burcham ended up taking the win

on Sunday, running 8.27 at 160 mph.

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10) Strange Engineering Coyote Stock

is a personal favorite. It’s truly a sight

to behold when these competitors are

standing on the limiter and driving the

cars out of the hole. The finals was

an extremely close race, with Steve

Gifford taking the win with 10.436 at

124 mph over Drew Lyons’ 10.439 at

127.19 mph.

11) James Meredith had a great

weekend in Nitto Factory Stock. He

took top honors during qualifying with

10.752 at 120.55 mph and the event

win with 10.748 at 121.81 mph.

12) The NMRA World Finals is

one event you don’t want to miss.

Everyone is pushing the limits of their

rides, the crowd is intense, and the

manufacturers midway has something

for everyone. See you all in 2015!


WORLD FINALS

FINAL RESULTSATF STREET OUTLAW

Name

Winner John Urist

Runner-up Andy Manson

EDELBROCK RENEGADEName

Winner Bart Tobener

Runner-up Adam Arndt

DIABLOSPORT COYOTE MODIFEDName

Winner Frank Varela

Runner-up Joesph Cram

VMP GT500 VS. TERMINATORName

Winner Frank Yee

Runner-up Brian Devilbiss

HENCHMAN RACING TURBO COYOTE SH OOTOUTName

Winner Justin Burcham

Runner-up Alan Wooford

ACT PURE STREETName

Winner Teddy Weaver

Runner-up Jimmy Wilson

STRANGE ENGINEERING COYOTE STOCKName

Winner Steve Giford

Runner-up Drew Lyons

NITTO FACTORY STOCKName

Winner James Meredith

Runner-up Justin Fogelsonger

ROUSH PERFORMANCE SUPER STANGName

Winner Shannon Papier

Runner-up Kent Nine

FLEX-A-LITE OPEN COMPName

Winner Gordon Harlow

Runner-up Wesley Dairymple

EXEDY MODULAR MUSCLEName

Winner Susan McClenaghan

Runner-up Jerry Fisher

DETROIT TRUCK & LIGHTNINGName

Winner Johnny Lightning

Runner-up Fred Wade

2014 CLASS CHAMPIONSATF Street Outlaw

Edelbrock Renegade

DiabloSport Coyote Modifed

ACT Pure Street

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Mustang-360.com

The Ultimate Source for Mustang News and Reviews



23.856 at 49.41

Foul

8.022 at 170.28

Foul

ET/MPH

8.304 at 163.95

8.568 at 163.12

ET/MPH

8.213 at 171.53

9.802 at 176.93

OTE SH OOTOUTET/MPH

8.277 at 160.16

9.837 at 142.81

ET/MPH

9.652 at 138.20

9.730 at 138.61

OTE STOCKET/MPH

10.436 at 124.35

10.439 at 127.19

ET/MPH

10.789 at 121.81

ogelsonger Foul

USH PERFORMANCE SUPER STANGET/MPH

13.15 13.410 at 97.91

10.92 10.907 at 125.27 (Foul)

DI/ET/MPH

10.13 10.169 at 131.34

y Dairymple 10.815 at 124.68

DI/ET/MPH

cClenaghan 9.48 9.551 at 129.94

11.65 11.833 at 109.48

DI/ET/MPH

8.76 9.526 at 153.68

10.24 12.705 at 78.26 (Foul)

4 CLASS CHAMPIONSJohn Urist

Bart Tobener

Frank Varela

Teddy Weaver

Shane Stymiest

Matt Amrine

Kent Nine

Bill Jones

Susan Roush McClenaghan

Nina Gusler

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PH

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Trish

OF THE MONTHMeet Trish Linkus. She’s 25 years old

and has a passion for cars, namely

Mustangs, and has been a part of the

enthusiast community since she could drive.

Matter of fact, she says, “I’ve always been

surrounded by Mustangs. I even sold cars at

a Ford dealership for a period of time, and

that was the first time I thought about buying

one myself.”

Seriously, how could someone who worked

in the automotive industry to help fund her love

for cars not impress you? Trish went on to say,

“Fast-forward four years and here I am. The

last year has been a whirlwind of tagging along

to Mustang events because two of my best

friends, Nikki Frost and Keith Fidura (owner

of the gold Mustang), have beautifully built

Stangs. Thanks to them I was introduced to Bill

from CJ Pony Parts. Months later I purchased

the Gotta Have It Race 2013 that CJ’s built.

Now I have my own Stang to take to events.”

It gets better. You may be seeing more of

Trish in the NMRA. “Once I get some seat time

under my belt, I plan on competing at NMRA

events in 2015,” she says. “ I appreciate all

of the support I’ve received from the Mustang

community on social media, even before having

the Mustang. Now I am a part of the family.”

Welcome to the scene, Trish! We know

you’re going to love it.

If you think you’re Babe of the Month mate-

rial, email your Mustang-related bio and a few

photos to [email protected]

(please put “BOTM” in the subject line). Our

editors will select a winner each month.

HOT MUSTANG CHICK BY HENRY DE LOS SANTOS

PRESENTED BY

MMFP-150300-BOTM.indd 12/10/14 12:33 PM PAGE 110MMFP-150300-BOTM.indd 12/10/14 12:33 PM PAGE 110

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POWER


EVAN J. SMITH

Launch Your StangDrag racing brings the instant gratification of knowing

your results just seconds after each race starts. You know

whether you’ve won or lost, and how quickly you’ve covered the

1,320 feet (quarter-mile) or 660 feet (eighth-mile). Whether

you’re a pro racer or a weekend time-shot artist, getting off the

line quickly and cleanly is paramount. If you’re late, or if your

car spins, it’s pretty much over.

With the proliferation of drag radials, more drivers are able to

achieve amazing performance on street tires, without the hassle of

swapping to slicks at the track. Still, it takes more than just show-

ing up to achieve the best performance. It takes a well-prepared

car, a good burnout, and the talent to drive the car. Practice does

make perfect—assuming you know how to practice. If your driving

is suspect, simply lapping your Mustang will not make you or your

car quicker.

For the purpose of this column, I’ll keep the discussion to

those running on drag radial or full street tires. If you’re on slicks,

we’ll assume you can dump the clutch and find traction.

Racers use the 60-foot time to measure launching success.

This is a great barometer, assuming you’re tripping the 60-foot

clock consistently. If your car does big wheelies, it’s possible to

trip the 60-foot clock with the rear tires or with the rocker panel.

Use the 60-foot time to chart your success. Naturally, better 60-

foot times will translate into quicker elapsed times.

When it comes to launching with a manual trans and street

tires, there is a mechanical side and a finesse side to consider. On

the mechanical side, you’ll want to ensure that your clutch, trans,

suspension, and tires are in good working order. It’s on the finesse

side that your understanding of racing and your talent level come

into play.

First, you’ll need to assess the starting line. Its condition and

stickiness dictate how aggressive you can be with applying the

clutch and throttle. And when it comes to launching, there are

two schools of thought: launch at high rpm and slip the clutch, or

launch low, get the clutch out quickly, and let the car dig. I’ve pre-

fer to launch lower, get the clutch released, and let it dig because

it’s easier to be consistent and it reduces wear on the clutch. Of

course, there are times when you have to slip the clutch, but it’s

harder to do consistently.

When instructing new drivers, I

suggest that they launch just as if they

were driving away from a traffic light,

only with more rpm and with quicker

clutch release. For most cars and

drivers, 2,500-3,000 rpm is a great

starting point. It’s also important to

hold the rpm steady during the initial

release—then roll the power on smooth

and fast once the car has transferred

weight and planted the rear tires. With

that, you’ll find that it’s easier to start

at low rpm and bog the car a little as

opposed to launching too hard, which

usually results in spin. Shoot for one

simultaneous action (rpm, clutch

release, let car dig, roll throttle on,

accelerate, nail Second gear). When

done right, you’ll be rewarded with a

smooth, fast launch.

If you bogged excessively, add 500

rpm and/or get the clutch out quicker—

but resist the temptation to dump the

clutch! Snapping the clutch out too early

is a common mistake. It results in violent

application of power, often causing spin.

It’s OK to be aggressive, but always be

smooth with the release. When the car

is settled, you’ll feel the car dig and ac-

celerate nicely in the seat of your pants.

If the car is spinning or hopping, or if

it seems jerky, you were probably not

smooth with the pedal or you exceeded

the traction level. Pay close attention to

the feeling you get, compare the results

to your 60-foot time, and take notes.

Once you have the basic launch down

pat, add rpm and/or speed up or slow

down your clutch release. Naturally, you

can adjust your style depending on track

conditions.

Ultimately, the perfect launch

will come with your car right on the

edge of traction. Taking it to the edge

requires an understanding of launch,

good parts, and the skill to find the

limit but not go beyond it. It seems like

a lot to comprehend, but by starting

slow and creeping up on it, you’ll gain

the necessary feel and your times will

improve.

With the

proliferation of

drag radials,

more drivers

are able to

achieve amazing

performance

on street tires,

without the

hassle of

swapping to

slicks at the

track.

MUSTANG KNOW-HOW

SHIFTIN’

MMFP-150300-POWER.indd 12/10/14 12:23 PM PAGE 113MMFP-150300-POWER.indd 12/10/14 12:23 PM PAGE 113

SNAP

WMustemail fnish.line@en

Screamin’ MachNew York resident Jon Wacienga, 22, fell in love after owning a 1999 V-6. After

a few years and some mods, he upgraded to a 2004 Screamin’ Yellow Mach

1, which he participated in at the BBK Exhaust Contest during the 6th annual

AmericanMuscle.com show. Jon installed Bassani headers and an off-road X-pipe

connected to an SLP Loudmouth 1 cat-back exhaust setup complete with 4-inch

welded tips, a K&N cold air intake, and H&R Super Sport lowering springs. Other

mods include a MGW short-throw shifter, a Ford Racing aluminum driveshaft, 4.30

Ford Racing gears, and SSBC slotted rotors. The exterior features the 2003-2004

Cobra bumper, staggered 18-inch FR500s in black chrome with Nitto 275 NT555

tires up front and Nitto NT01 drag radials in the rear, LED amber foglights,

Raxiom sequential taillights, and lots of engine dress-up items, such as powder-

coated valve covers and brushed aluminum Moroso products strategically placed

throughout the engine bay.

JON WACIENGA • WEST SENECA, NY • 2004 MACH 1

Sick J

to

dr

w

Bad BossNick’s Boss 302 was born for the track, but he seriously stepped up the Boss

game with the addition of a few modifications. He installed GT500 mufflers and

cat delete pipes, and JLT intake, all tied with a tune by AED. Suspension mods

include an Eibach coilover system with BMR adjustable upper control arms and

J&M Panhard bar. Shifting power is provided by a Barton short-throw shifter. More

aftermarket parts include a two-post bracket, Aeroforce dual interceptor gauges,

A-pillar pods, Roush Performance side splitters, and Forgestar F14 wheels (20x9

front, 20x11 rear) with a piano black finish wrapped in Nitto Invo tires.

NICK GATTERMEYER • MONROE, OH • 2012 BOSS 302

COMPILED BY AMIE WILLIAMSREADERS’ RIDES

SHOTS

STREET

TRACK

DRAG

Cable Kit M-7K553-20C $104.95

Anti-Roll Bar M-5500-4SKK

$339.95

Spherical Bushing Set M-5781-1SA $119.95

Control Arm Set M-5500-4SA

$209.95

Camber Plates M-3B391-1C

$230.95Sub Frame Connectors M-5479-2ST $169.95

Coil Spring Set (all 4 springs) M-5310-155AS $246.95

Bumpster Kit M-3A130-1SK $167.95

SHOP ALL STEEDA

PRODUCTS HERE!

IN STOCK READY TO

SHIP!




Local - 352-861-8700

800-874-7595MICHIGAN - Canton,Local - 734-397-4569

800-521-6104


MMFP-150300-SNAP.indd 12/11/14 8:10 AM PAGE 114MMFP-150300-SNAP.indd 12/11/14 8:10 AM PAGE 114

WANT YOUR RIDE FEATURED? Send photos with complete information to Muscle Mustangs & Fast Fords Snap Shots, 1733 Alton Pky., Ste. 100, Irvine, CA 92606, or email [email protected].

SVT SamSamantha is an Oklahoma State University grad hoping to make a name for herself

in the automotive industry. She’s making strides with her sweet 2004 Competition

Orange SVT Terminator. Sam is no stranger to fast rides. Her very first car was a

1967 Camaro, followed by a 2004 Comp Orange Mach 1. Her current Cobra setup

features a Ford Racing 4.6L aluminum short block assembled by Henson Racing

Engines with a Billetflow 2.76 upper pulley, JLG High Boost intake, SCT BA3000

MAF, a Tri-Ax short-throw shifter, an Accufab Single Blade throttle-body and ple-

num, a Bassani off-road X-pipe, and SLP LM2 exhaust. The wheels that set off the

whole package are SVE Drifts (18x9 front, 18x10 rear).

SAMANTHA GARVEY • STILLWATER, OKLAHOMA • 2004 SVT COBRA

SPONSORED BY

JOHN CARLSON • SOUTH BEND, IN • 2008 MUSTANG)

Sick SixerJohn Carlson has been a big of Mustangs since the 1980s, and when the S197

model debuted for 2005 he had to get his hands on one. He purchased a brand-

new black 2008 Mustang V-6, named Elvira, and added Pypes dual exhaust and

polished shorty headers, BBK CAI, an SR throttle-body spacer and chrome strut

tower brace, a Screamin’ Demon coil pack, and Livewires spark plug wires. He

dressed everything up with chrome accents. The exterior features chrome Bullitt

wheels (19x8.5 front, 19x10 rear) wrapped in Pirelli P-Zero Nero rubber. John’s

hard work and attention to detail has nabbed him several awards at car shows.

HOTS

DOOR PANELS

CONV. TOP BOOT & SUNVISORS

SEATS & FOAMSeat Foam starting at $114.95

Seat Upholstery starting at $279.95

83-86 starting at $419.95

87-93 starting at $389.95

Sunvisors starting at $64.95

Top Boots starting at $99.95

Viinyl, Cloth or Leather

SHOP ALL TMI

PRODUCTS HERE!

IN STOCK READY TO

SHIP!




Local - 352-861-8700

800-874-7595MICHIGAN - Canton,Local - 734-397-4569

800-521-6104


MMFP-150300-SNAP.indd 12/11/14 8:10 AM PAGE 115MMFP-150300-SNAP.indd 12/11/14 8:10 AM PAGE 115

HORSE POWER

COMPILED BY HENRY DE LOS SANTOS

Performance & ComfortThe SVE S2 racing seat fits people with 34- to 36-inch waists

and comes in at the light weight of just 24 pounds per seat.

The SVE S2 come in a quality black cloth with 100 percent

synthetic-leather contact points. All SVE S2 black racing seats

are sold as a pair and come with double-locking sliding seat

tracks. Fully reclining, the seats give you that perfect adjust-

ment on or off the streets.

WEB LATEMODELRESTORATION.COM PHONE 866.507.3786

the X1 is designed to span the entir

to EFI or vice v

sion kits (sold se

the oper

with v

f

tion applications

LATEST STANG PARTS

2015 Oil Separator KitThe complete kit comes with bracket, hoses, and all mounting

hardware, as well as detailed instructions. These were devel-

oped to keep oil from entering your intake by engine blow-by,

which channels oil-contaminated air into your supercharger

intake. Oil in the intake reduces the octane of your fuel and

causes detonation, especially in turbocharger, supercharger, and

nitrous applications. The kit features a large chamber and su-

perior filtering media, which makes it a must-have unit for road

racers. Draining the fluid is easy with a valve in the bottom.

WEB BOBSAUTOSPORTS.COM PHONE 813.247.7040

systems

T

thr

with perf

that e

smooth bends and pr

phone: 203.453.6571 / tech line: 203.458.0542 / www.moroso.com

Factory oiling systems allow excess crankcase vapors and

residual oil to vent back into the intake manifold. Plumbed into

the PCV system, Moroso’s Air-Oil Separators capture oil mist

to reduce detonation and deposits on the intake tract, including

the valves and collects the extra moisture from Ethanol enriched

fuels. This results in increased throttle response, fewer

emissions and less oil consumption. Air-Oil SeparatorsNo. 85485

(shown) for Mustang® GT ‘11-Up

Volume of oil

captured by Air-Oil

Separator after

500 miles.(tested on 2012 Moroso

Test Vehicle with 2,500

total mileage)

No. 85486

for Mustang® GT ‘96-’04

(Additional applications available)

100-44-14MMFF.indd 1 2/14/14 9:21 AM

MMFP-150300-HPr1.indd 12/17/14 8:27 AM PAGE 116MMFP-150300-HPr1.indd 12/17/14 8:27 AM PAGE 116

Multipurpose Fuel Pressure RegulatorFrom carbureted to EFI pressures,

naturally aspirated or forced induction,

the X1 is designed to span the entire

range of applications and provide

dependable fuel pressure regulation.

Making the change from a carburetor

to EFI or vice versa? There is no longer

a need to purchase a new regulator.

Simply utilize one of three conver-

sion kits (sold separately) to match

the operating range required of your

engine. Replace original X1 Series

regulator internals with the conversion

kit of your choice (PN 13013, 13014,

and 13015) and you have a regulator

with vastly different characteristics. It

features three AN-8 inlet/outlet/return

ports and has an integrated 1/8-inch

NPT gauge port, including a 1:1 ratio

boost reference port for forced-induc-

tion applications.

WEB AEROMOTIVE.COM PHONE 913.647.7300

EcoBoost PipesMRT now offers a new line of exhaust

systems for the 2015 EcoBoost

Mustang to help improve both

performance and fuel economy.

The complete MRT Turbo-back

exhaust systems are available in

three versions: (1) Max Flow with

race catalyst, 3-inch downpipe, and

2 1/2-inch exhaust; (2) High Flow

with performance catalyst, 3-inch

downpipe, and 2 1/2-inch dual

exhaust; and (3) Race Version without

a catalyst, 3-inch downpipe, with

2 1/2-inch dual exhaust. The MRT

mandrel bending technology ensures

that every Turbo-back system has

smooth bends and precise fit. And

like all MRT exhausts, the 2015 Eco-

WEB SHOPMRT.COM PHONE 734.455.5807

Boost systems are manufactured from the

highest-grade 304 stainless steel at the

MRT facilities in Plymouth, Michigan. The

lightweight MRT systems come with 4-inch

stainless steel tips. Each exhaust system

can be ordered with the optional

matte black Cerakote finish.

phone: 203.453.6571 / tech line: 203.458.0542 / www.moroso.com

(Additional applications available)

2/14/14 9:21 AM

Feel The T rillh

ACCel SuperCoil 8-packs are the easiest way to pack more horsepower into your ride. Affordable power you can install in less than an hour. They’re perfect for stock engines and engines

with performance upgrades. Let an ACCEL SuperCoil 8-Pack accelerate your performance.

What Would You Do For Another 10hP?

More Applications Than Ever Before!

ACCel SuperCoil 8-PacksPowerful. Affordable. Fast.• SuperCoil 8-Packs = Great Value• Increase of 7-10 HP• Up to 15% More Spark Energy Than OEM Coils• Better Throttle Response• Maximized Fuel Mileage

Now Available: Ford, Chrysler & ChevroletShipping Soon: Honda, Toyota, Lexus, Acura, Saturn & Scion

* Independent testing showed gains of 7 -10 hp and ft. lbs. of torque by using a new 140032-8 SuperCoil 8-pack. Go to supercoils.accel-ignition.com to view the video of the testing.

www.accel-ignition.com

Accel_BrandAd_HalfPg_Island_MustangFastFords.1125.indd 1 11/25/13 3:25 PMSPOT

INK

MMFP-150300-HPr1.indd 12/17/14 8:11 AM PAGE 117MMFP-150300-HPr1.indd 12/17/14 8:11 AM PAGE 117


HORSE

Muscle Mustangs & Fast Fords (ISSN 1054-8912) March 2015; Vol. 28, No. 3. Copyright 2015 by TEN: The Enthusiast Network Magazines, LLC. All rights reserved. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage paid at New York, NY, and at additional mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address cor-rections to Muscle Mustangs & Fast Fords, P.O. Box 420235, Palm Coast, FL 32142-0235. SUBSCRIPTIONS. U.S. and U.S. possessions $34.97 for 12 issues.

Canada add $12 postage, and all other countries add $24 (for surface mail postage). Payment in advance, U.S. funds only. First issues will be delivered within 8 weeks for U.S. and 12 weeks for Canada/International orders. This magazine is purchased by the buyer with the understanding that the information presented is from various sources from which there can be no warranty or responsibility by TEN: The Enthusiast Network, LLC, or the publisher as to legality, completeness and accuracy.

Perfect FitRon Francis Wiring now offers a replacement firewall grommet

for 1994 and newer fuel-injected Fords. These are constructed

of durable rubber to protect your wiring and fit perfectly in the

factory firewall hole. The oblong size is roughly 3 1/8 inches

long by 1 7/8 inches on one end to 1 1/2 inches on the other

end, with a wire opening 1 3/8 inches in diameter.

WEB RONFRANCIS.COM PHONE 800.292.1940

POWER

Billet RailsIf you are looking to make over 650 hp, upgrading the fuel rails

is a must. These billet aluminum high-flow fuel rails for the

2011-2014 5.0L and Boss 302 Mustang are designed to be a

direct, plug-and-play, bolt-on replacement for the factory fuel

rails. Unlike other offerings on the market, which require sepa-

rate adapters to make them fit the factory fuel system, these

rails come complete and ready to bolt on.

WEB STEEDA.COM PHONE 800.950.0774

Maximum PerformanceMaximum Motorsports has developed complete suspension

kits based on double-adjustable JRi shocks and struts. Ideal for

the road course and street driving, JRi dampers offer a wide

selection of separate adjustments for compression and rebound

valving. Ride-height adjustment is simplified by threaded steel

strut bodies in front and an adjustable rear spring perch. Lower

shock mounts are available with either a spherical bearing for

racing or a urethane bushing for street driving. The range of

camber adjustment is extended by Maximum Motorsports’

unique strut-to-spindle mounts. Complete kits also include front

and rear springs in your choice of rates, front and rear helper

springs that maintain spring tension in droop, and unique

caster/camber plates developed specifically for this 2005-2014

Mustang package. (Coming soon: Maximum-JRi suspension kits

for Fox, SN95, and the new S550 Mustangs.)

WEB MAXIMUMMOTORSPORTS.COM PHONE 800.839.0928

WEB SHELBYPERFORMANCEPARTS.COM PHONE 702.405.3500

Forged Aluminum RollersShelby Performance Parts introduces a line of premium per-

formance equipment for 2005-2015 Ford Mustangs, beginning

with the 20-inch Venice wheel. Designed by Shelby American

and built exclusively for the company by Weld Racing, the

Venice one- piece forged wheel is light and strong and allows

the fitment of wider tires to 2005 and later Ford Mustangs,

including Shelby models. Available in 20x9.5 and 20x10.5

sizes, they are stronger and lighter than stock units, slashing

as much as 20 pounds of weight from the car. Finishes for

the 10-spoke wheel include polished, black, and black with a

machined face.

MMFP-150300-HP.indd 12/17/14 8:16 AM PAGE 118MMFP-150300-HP.indd 12/17/14 8:16 AM PAGE 118

Bama Performance spends

countless hours testing and

refining our custom tunes

on a wide variety of vehicles

from our own fleet to our

customers. Our team works

closely with leaders in custom

tuning technology to stay

ahead of changes and build

the safest and most powerful

tunes for your vehicle.

www.AmericanMuscle.com | 855-998-0018Call or scan for a

FREE CATALOG »

DIABLOSPORT INTUNE TUNER

(94-04/05-14) Item # 90254/90255 $399.99

» Includes 3 FREE BAMA Custom Tunes

» Color Touch Screen Display

» PC + Mac Compatible

» Reads/Clears Trouble Codes

» Improve performance, mileage & more

BAMA X4/SF4 POWER FLASH TUNER

(94-04/05-14) Item # 990251/990250 $399.99

» Includes 3 FREE BAMA Custom Tunes

» On Screen Datalogging + Monitoring

» Full Color LCD Display

» %XLOW�,Q�:L¿�IRU�(DV\�8SGDWHV

» Improve performance, mileage & more

+FREE TUNES FOR LIFE

2015_Q4_March_MagazineAds.indd 5 11/18/2014 1:27:25 PMSPOT

INK


Also Available in

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ITEM WHEEL SIZE TIRES FITMENT PRICE

100285 (4) 19x8.5 (4) 245/45-19 Sumitomo High Performance HTR Z III 05-14 All 1779.99

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ITEM WHEEL SIZE FITMENT PRICE

100253 (1) 19x8.5 05-14 All 264.99

100259 (1) 20x8.5 05-14 All 289.99

100260 (1) 20x10 05-14 All 299.99

WHEEL ONLYStarting at $264.99


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1529.99

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1677.99

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100715(2) 19x8.5(2) 19x10

Staggered(2) 255/40-20 Mickey Thompson Ultra-High Perf. St. Comp (2) 285/35-19 Mickey Thompson Ultra-High Perf. St. Comp

05-14 GT, V6 1965.99

Also Available Polished18” & 19” BLACK KAGE WHEEL & TIRE KITSStarting at $1,529.99


100265 (1) 18x9 05-14 V6; 05-10 GT 244.99

100266 (1) 18x9 05-14 V6; 05-10 GT 254.99

100269 (1) 18x10 05-14 GT, V6 264.99

100270 (1) 18x10 05-14 GT, V6 274.99



101234 (4) 19x8.5 (4) 255/40-19 Mickey Thompson Ultra-High Performance 05-14 All 2019.99

101269(2) 19x8.5(2) 19x10

Staggered(2) 245/45-19 Pirelli All Season P-Zero Nero(2) 275/40-19 Pirelli All Season P-Zero Nero

05-14 All 1899.99

101255 (4) 20x8.5 (4) 255/35/20 Mickey Thompson Ultra-High Perf. St. Comp 05-14 All 1726.99

101294(2) 20x8.5(2) 20x10

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05-14 All 2007.99

Also Available in

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101023 (1) 19x8.5 05-14 All 264.99

101024 (1) 19x10 05-14 All 269.99

101025 (1) 20x8.5 05-14 All 289.99

101026 (1) 20x10 05-14 All 299.99


It takes a bold, defining moment to spark industry-wide innovation. In the aftermarket automotive arena, that moment is owned by Modern Muscle Design (MMD). You won’t find another company successfully pushing the boundaries in car customization and performance-minded styling as far as MMD.

Call or scan for a

FREE CATALOG

»

www.AmericanMuscle.com | 855-998-0018

2015_Q4_March_MagazineAds.indd 3 11/18/2014 1:25:57 PMINK


MMD Hood Scoop

(13-14 GT, V6) Item #71331 Price $274.99

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MMD Ducktail Spoiler

(10-14 All) Item #71329 Price $299.99

MMD Qtr. Window Louvers

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MMD Mustang Hood Scoop

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MMD Classic Qtr. Window Louvers

(10-14 All) Item #71316 Price $189.99

MMD Qtr. Window Covers

(10-12 All) Item #71319 Price $179.99

MMD Mustang Eleanor Style Scoops

(05-14) Item #71304 Price $219.99

MMD Tail Light Trim

(13-14 All) Item #71324 Price $149.99

MMD Mustang Qtr. Window Louvers

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MMD Side Scoops

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MMD Side Scoops

(05-09 All) Item #71322 Price $219.99

With more than 40 Ford OEM matched colors available for your ’99-’14 Mustang, we guarantee you’ll find the exact exterior styling parts to create that perfect look for your Stang. AmericanMuscle Pre-Painted

Parts - top quality, easy to install and shipped 100% free.

Look for this icon online

��R�� T ��


FREE CATALOG »

»



On a Mustang, lighting systems aren’t only for seeing; they’re about

being seen. From smoked projector headlights to sequential taillights,

Raxiom has the products to make your ride stand out. With OEM-

TXDOLW\�¿W�DQG�¿QLVK��DGYDQFHG�SURMHFWRU�WHFKQRORJ\��DQG�WKH�LQGXVWU\¶V�

leading 2-yr warranty, Raxiom is the Mustang Aftermarket’s leading

PDQXIDFWXUHU�RI�DGYDQFHG�OLJKWLQJ�DQG�WHFKQRORJ\�SDUWV�

2005-2009 Raxiom Gen5 Tail Lights

(05-09 All) Item # 49169 $399.99 (pair)

» $JJUHVVLYH�6PRNHG�/HQVHV

» %XLOW�LQ�6HTXHQWLDO�7XUQ�6LJQDOV

» 0RGHUQ�/('�7HFKQRORJ\�

Raxiom Smoked Projector Headlights CCFL Halo ��*7��9��

Item # 49129 $324.99 (pair)

» ��,QVSLUHG�6W\OLQJ

» $JJUHVVLYH�6PRNHG�/HQVHV

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» 0RGHUQ�/('�7HFKQRORJ\�

Raxiom OE-Style GPS Navigation System

US Map Only Item # 100300-A $699.99

US & Canada Maps Item # 100300-B $729.99

» �´�+'�WRXFK�VFUHHQ�/&'

» Includes full color back-up camera

» ��ODQJXDJH�YRLFH�RSWLRQV�

» Full Warranty

» )LWV�¶��¶��0XVWDQJV�ZLWK�6<1&®

www.AmericanMuscle.com | 855-998-0018



1 YEARFINISH WARRANTY

LIFETIMESTRUCTURAL WARRANTY

FREESHIPPINGON EVERYTHING

*Visit us online for complete details

Also Available in Solid Black

& Black Machined


33650 (4) 19x8.5 (4) Pirelli P-Zero Nero All Season Tire 245/45-19 05-14 All 1419.99

35527(2) 20x8.5(2) 20x10

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05-14 All 1489.99

19” & 20” CHARCOAL AMR WHEEL & TIRE KITSStarting at $1,419.99

Also Available in Black & Silver


28336G05 (1) 19x8.5 05-14 All 164.99

28387 (1) 19x10 05-14 All 174.99

99365 (1) 20x8.5 05-14 All 174.99

99366 (1) 20x10 05-14 All 184.99


Also Available in Anthracite, Solid

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94-98 All 1419.99

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Staggered(2) NITTO Extreme Performance NT555 275/40-17(2) NITTO Extreme Performance NT555 315/35-17

99-04 1419.99

32779(2) 18x9(2) 18x10

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05-14 All 1309.99

33316(2) 18x9(2) 18x10


94-98 All 1580.99

33101(2) 18x9(2) 18x10


99-04 1529.99

17” & 18” CHROME BULLITT WHEEL & TIRE KITSStarting at $1,309.99


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28262G94 (1) 17x9 94-04 All 164.99

28115 (1) 17x10.5 94-04 All 184.99

28317G05 (1) 18x8 05-14 GT, V6 174.99

28265G05 (1) 18x9 05-14 GT, V6 189.99

28265G94 (1) 18x9 94-04 All 169.99

28268 (1) 18x10 05-14 GT, V6 189.99

28271 (1) 18x10 94-04 All 169.99


Also Available in Black Machined

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32744 (4) 18x9 (4) Sumitomo HTR Z II 255/45-18 05-14 All 1159.99

35426(2) 18x9(2) 18x10

Staggered(2) Mickey Thompson Street Comp 255/45/18(2) Mickey Thompson Street Comp 275/40/18

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18” BLACK 2010 GT500 WHEEL & TIRE KITSStarting at $1,159.99


28219G05 (1) 18x9 05-14 All 139.99

28225 (1) 18x10 05-14 All 159.99



33322(2) 18x9(2) 18x10


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32609(2) 18x9(2) 18x10


99-04 1419.99

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28272G94 (1) 18x9 94-04 All 139.99

28101 (1) 18x10 94-04 All 154.99



FREE CATALOG »



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